| BREGIONAL TRANSIT
See TON STUDY
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December, 1974
Madam Chairman, Members
Transit Coordinating Committee
RE: Transit Assumption Study
Mrs. Anne Jones:
I herewith present the Transit Technical Committee's report on
the impacts of assumption of the Public Transportation System
from the City of Hamilton by the Regional Municipality of
Hamilton-Wentworth.
The report, I believe, satisfies the requirement that the Tech-
nical Committee undertake the study in accordance with the terms
of reference and to provide the Transit Coordinating Committee
with recommendations accordingly.
The Technical Committee membership was made up of representatives
from the Hamilton Street Railway, Planning and Development,
Engineering and Finance Departments of the Region, the Ministry
of Transportation and Communication and the Traffic Department,
City of Hamilton. I acknowledge with thanks, the time and work
provided by the members of the Committee in undertaking this
aipiveult study .
In conclusion the Committee believes that this report provides
the necessary background information in order for the Coordinating
Committee and Regional Council to approve policies with respect
to the Hamilton-Wentworth Region's Public Transportation System.
The last task to be undertaken by the Transit Technical Committee
is to prepare a Transit Operating By-law. This by-law will be
prepared by the Technical Committee and submitted to the Coordinat-
ing Committee and Regional Council as soon as practical after the
enabling legislation is approved early in 1975.
Respectfully submitted,
D.W. Roudhley, P.Eng.,
Chairman
ADTACH.
REGIONAL TRANSIT COORDINATING COMMITTEE
Regional Chairman Anne H. Jones, Chairman
Regional Coordinator C.T.C. Armstrong
Councillor F. Campbell
Councillor V.aN. “Copps
Councillor EH. Everett
Mr. T.A. Rice, Hamilton Transit Commission
Councillor P. Valeriano
REGIONAL TRANSIT TECHNICAL COMMITTEE
Mr. D. Roughley, Regional Engineering Dept., Chairman
Mr. F. Cooke, Hamilton Street Railway
Mr. R. Desjardins, Hamilton Traffic Department
Mr. D. Garner, Ministry of Transportation & Communications
Mr. J. McAully, Regional Finance Department
Mr. G. McCarthy, Regional Planning & Development Dept.
Mr. H. Mauradian, Regional Finance Department
ire. Patterson, Ministry of Transportetion & Communications
Mr. H. Schweinbenz, Regional Engineering Department
Mr. J. Little, Hamilton Street Railway
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REGIONAL TRANSIT ASSUMPTION STUDY
TABLE OF CONTENTS
LIST OF ILLUSTRATIONS Page
SUMMARY
1. FINDINGS i
a Operating Costs & Revenue Projections 7
Bz Allocation 7of Deficit ui
en Legislation 2
dx Oroanizaevenals structure 3
2. RECOMMENDATIONS 3
ae Allocation of Deficit 3
bi. Legislation 4
Cz Organizational Structure 5
d. Local Municipality Estimates of Increased
Service 6
I INTRODUCTION
1. BACKGROUND a A
2. STUDY ORGANIZATION Ler
3. TERMS OF REFERENCE ABA f
ae THE HAMILTON TRANSIT COMMISSION
1. HAMILTON STREET RAILWAY i:
a Bus Routes dio!
ioe Physical Assets and Liabilities TI-2
(‘on Proposed Capital Expenditures II-2
Cis Operating Statistics — 1973 Dis
e. Agreements and Operating Licences Li=3
2. CANADA COACH LINES Pi 3
ale Bus Routes II-4
bi. Physical Assets and Liabilities Li=5
ro Proposed Capital Expenditures II-5
ais Operating Statistics - 1973 Ti-5
e. Agreements and Operating Licences LiaG
3. FARE STRUCTURE AND SUBSIDIZATION POLICIES Pin
4, RELEVANT BY-LAWS AND ACTS - II-9
io OPERATING COSTS & REVENUE PROJECTIONS
ee HAMILTON STREET RAILWAY a Bit
2. CANADA COACH LINES Lli=i
3. LOCAL MUNICIPALITY ESTIMATES OF INCREASED
TRANSIT SERVICE LiT=2
FIGURE NO.
1
aval
LIST OF ILLUSTRATION
‘DESCRIPTION
H.S.R. Regional and Inter Regional
Routes
Bus Coverage
Bus Coverage
Bus Coverage
Bus Coverage
Canada Coach
Canada Coach
City
Town
Town
Town
Line
Line
Regional Routes
Canada Coach
Trips
Line
of Hamilton
of Ancaster
of Dundas
Of Stoney Creek
System
Regional and Inter
Total Daily Vehicular
Canada Coach Line Total Daily Bus Riders
Urban Transit Area
Recommended Organizational Structure
Follows Page
II-10
SUMMARY
The following is a summary of the pertinent findings and rec-
ommendations resulting from the study.
The detailed information and analysis which provided the basis
for these findings and recommendations is contained in Chapters
tf i, i, Vp Va ana tne Appendix of the report.
1. FINDINGS
Oe Operating Costs and Revenue Projections
In 1973 the costs and revenues resulting from the operation
of the Hamilton Street Railway were $9.6 million and $6.4
million respectively. The system, therefore, operated at
avdeficit of $3.2 mitlion. Costs and revenues of Canada Coach
Lines were $3.0 million and $2.90 million respectively with
a elo0, 000 “deticiteon the 1973 operations... in, 1973, the
H.S.R. deficit was subsidized approximateiy 40% by the prov-
ince (in 1974 the operating deficit will be eligible for a
50% provincial subsidy). The deficit ‘on ‘the. C.C.L.. operat-—
ion, which,.is not eligible for provincial assistance, was
funded by a grant from the City of Hamilton.
In the future the costs of operating the Hamilton Street
Railway and Canada Coach Lines will increase. (see Tables III-1,
Pel 2 Lela, bl ay Cnaprer’ LLL) ;
By the year 1979, assuming no increase in present fare levels,
the annual net deficit (after Provincial subsidies) of the
Hamilton Street Railway can be expected to increase to approx-
imately four million dollars due to inflation alone,
This net deficit could increase to approximately eight million
dollars if the transit system is expanded to serve developing
areas.
If fares remain constant and there is no significant increase
in ridership on Canada Coach Lines (the interurban carrier
which is not eligible for Provincial subsidy) the annual oper-
ating deficit can be expected to increase to approximately
two million dollars by the year 1979: due to inflation.
Even with a ten percent fare increase every two years and
assuming no significant increase in ridership the annual oper-
ating deficit for Canada Coach Lines can be expected to reach
one and one-half million dollars by the year 1979.
be Allocation: of Deficit
The Transit Technical Committee report examined the complex
organizational, service and fare structure of the Hamilton
Street Railway and the Canada Coach Lines Ltd., and the var-
ious basis of apportionment available to the Region to app-
ortion the deficits within the proposed legislation.
The report concluded that the deficits on inter-regional
routes, should be a provincial responsibility, (the prov-
incial representative on Committee made no commitment in
this regard). Until the province assumes the deficits on
these routes they should not be the responsibility of any
individual area municipality but the deficit should be part
of the general Regional levy and apportioned to the area mun-
icipalities on the basis of equalized assessment.
The report concluded that the inter-regional routes, should
be a provincial responsibility. Until the province assumes
the deficits on these routes they should not be the
responsibility of any individual area municipality but the
deficit should be part of the general Regional kvy and app-
ortioned to the area municipalities on the basis of equalized
assessment.
Seven criteria were proposed for judging the various bases
of apportionment for Regional transit service deficit.
a) Generally understood and acceptable.
b) Easily determined.
e) Flexible.
da) Reflect the service available.
e) Not encourage demand for uneconomical service.
£) Permit area municipalities input.
g) Permit area municipalities internal taxing options.
Based on these criteria the Transit Technical Committee
concluded that the apportionment of the Regional transit
service deficit should be on the basis of equalized assess-
ment within an "Urban Transit Area". The "Urban Transit
Area" was defined as an area that received a predetermined
level of service, which would be established in consultation
with the area municipalities.
The interim report on alternatives for allocation of deficits
was examined by the Transit Coordinating Committee who conc-
luded that the criteria for judging the basis of apportionment
for Regional transit service deficit were deficient in that
they did not reflect the importance of a transit service to the
financial vitality of the Region in total and that all munic-
ipalities should be expected to contribute on some basis to the
continued growth potential of the Region. (See Tables LY¥=5 ;
IV-6, Chapter IV, IV-A.4, IV-A.5, Chapter IV Addendum) .
Cy Legislation
In order to implement the resolution passed by the Hamilton-
Wentworth Regional Council on April 16, 1974 which stated,
in essence, that transit Should be a responsibility sot
Regional Government, it is necessary that the Regional Munic-
ipality of Hamilton-Wentworth Act, 1973 be amended and that
certain Sections of the City of Hamilton Act be repealed.
a Organizational Structure
The main issue relating to organizational structure is whether
or not a change is required at this time in the Policy organ-
ization of the Public Transportation System with assumption
of the System by the Region.
In our review of Policy Organization, we believe there are
three (3) basic alternatives namely the
(1) An Appointed Commission
(2) A Committee of Regional Council
(3) An Appointed Commission (restructured with ad-
ministrative and system support from the Region)
Six (6) key issues were found to be relevant in evaluating
organizational alternatives for the public transportation
System. The issues are:
Responsiveness to public need
Degree of Regional Council Influence
Degree of Integration with other Service Policies
Degree of use Of Regional Resources
Adherence to policies of Province of Ontario
Impacts on existing organization and staff.
2. RECOMMENDATIONS
OO aoe
Oo PBWN FE
od
a. Allocation Of Deficit
After reviewing the conclusions of the Technical Committee
(see FINDINGS, paragraph b. above), the Transit Coordinating
Committee concluded that the Regional transit service deficits
should be apportioned half on the basis of equalized assess-
ment for the whole Region and half on the basis of revenue
miles to the benefitting municipalities and the subsidy in
respect of special adult fares be apportioned to the muni-
Ccipalities benefitting.
Specifically the Transit Coordinating Committee recommended:
a4) "that the "Urban Transit Area" be defined in the Regional
Public Transportation Operating By-law as the whole of
the Region.
2) That 50% of the Regional Public Transportation Deficit
after Provincial subsidy be apportioned to the Area
Municipalities on the basis of Equalized Assessment.
3)) That the remaining 50% of the Public Transportation De-
ficit be apportioned to the Area Municipalities on the
basis of revenue miles.
4) That the Regional Public Transportation Deficit after
Provincial subsidy to be apportioned under 2) and 3)
above not anclude the cost of special adult rates as
subsidized “by the City of Hamilton.
5 )
6)
The net cost of reduced fares and passes of special adult
rates as subsidized by the City of Hamilton are to be
apportioned directly to the Area Municipalities benefitting.
That the Inter-Regional’ Public Transportation Deficit be
apportioned to the Area Municipalities on the basis of
Equalized Assessment."
In order to implement the intent of the Transit Coordinating
Committee's recommendations, the Transit Technical Committee
made the following recommendations:
1)
3)
The Regional transit service should be funded through one
operating body (for the present time the Hamilton Street
Railway).
That negotiations should commence with the province for
them to assume the cost of the Inter- regional transit
services.
The deficit of Canada Coach Lines in respect of inter-
regional routes to form part of the general levy of the
Reqion until Gt is met 100e by the province.
That a standard fare ag be implemented within the
Urban Transit area.
That the Urban Transit area be designated as soon as
possible.
That a committee of the Treasurers of the area municip-
alities be established to agree the calculations of
revenue miles on the basis of the operating by-law.
That the officials on the Hamilton Street Railway and
Canada Coach Lines be required to prepare the necessary
records and information for submission to Committee of
Lreasurers,
Legislation
Amendments be made to the Regional Municipality Of
Hamilton-Wentworth Act, 1973 as outlined in detail
in Chapter V of this report.
The following Sections of the City of Hamilton Act
be repealed:
- The City of Hamilton Act, 1960, being Chante 1424
and
= Section 2 of The City Gf Hamieon Act woe l-o2
(No. 2), being Chapter 151, ana
- Section 1 -of ‘The City of Hamilton mace, 1966, being
Chapter -17 1) -dnd
Ce.
)
2)
3)
4)
-~ Section 2 of The City of Hamilton Act, 1970, being
Chapter 1537 and
eS Section 1 of The City of Hamilton Act, 1971, being
Chapter 113, and
~ Section 3 of The City of Hamilton Act, 1973, being
Chapter 191.
Organizational Structure
The policy body for the Regional Public Transport-
ation System should remain a Commission structure
at this time.
The Regional Council should review the Commission
Structure in three (3) years.
The Commission should be named the Hamilton-
Wentworth Transit Commission.
The Commission should have a membership of persons
with political-and non-political background and
should be made up of the following members:
Three (3) Regional Councillors (appointed by
Regional Council) ;
Two (2) Citizens (appointed by Regional Council).
In addition the Chairman of the Hamilton-Wentworth
Region.is recommended to sit ex-officio on the Commission.
it 1s aiso recommended that’ the Generals Manager of the
Hamilton Street Railway Company and the Regional Coord-
inator attend all meetings of the Commission.
5)
6)
1)
8)
The position of Secretary of the Commission should
be filled on a permanent basis.
It is recommended that the Management of the Public
Transportation System and the Regional Planning
and Engineering Departments maintain a coordinated
approach to transportation planning, programming
and budgeting through the Regional Coordinator.
The role of the Hamilton-Wentworth Transit Commission
as a policy making body responsible for Public Trans-
portation Service should be clearly defined ina
Regional Operating By-law.
The role of the Commission and its objectives should
be developed, documented and approved by the Region-
al) iCounci 1.
9)
0)
os)
12)
13)
2)
3)
The General Manager should continue to be responsible
to administer and manage the Public Transportation
Systems. The duties and responsibilities of the
General Manager and Staff of the Company and their
relationship to the Commission and Regional Council
should be clearly defined and approved by the Commi-
ssion and Regional Council.
The Commission should have regular meetings on a
monthly basis, and these meetings should be open
to the public:
The Regional Councillors should not receive any
compensation for an Appointment to the Commission.
The citizen members of the Commission should be
reimbursed for their time spent at Commission
meetings and for expenses incurred on Commission
business. The rate of compensation should be est-
ablished by Regional Council.
The General Manager should seek the cooperation of
the Regional Administration to provide, where
required, support functions which are available
from Regional resources and staff.
The Transportation Goals of the Region, to include
Public Transportation, should be clearly defined,
documented and approved by Regional Council in the
future.
Local Municipality Fstimates of Increased Transit Service
following recommendations arise from the meetings with
Councillors and Officials of the Area Municipalities.
The Regional Transit Operator should develop an inter-
face and reporting relationship with the Regional and
Local planning groups in order that the Transit Operator
is aware of development as it occurs.
Unique service requirements within the Regional Transit
System should be recognized and service provided as warr-
anted in cooperation with the Area Municipalities.
The Regional Transit Operator should place particular
emphasis on the development of a public relations program
and the dissemination of information to the public and to
Area Municipalities.
INTRODUCTION
1. BACKGROUND
On April 16; 1974, the Council of the Regional Municipality
of Hamilton-Wentworth approved the following recommendation
contained in the April 11, 1974, report of the Finance
Committee: —
That the Regional Council confirm the recommend-
ations of the Finance Committee that transit
should, in principle, be a Regional responsib-
ility but that these responsibilities not be
assumed untal-wanuary 1, 1975;
that all studies on the legal and financial imp-
lications Of “such a transfer and on the structure
of a proposed Regional system be continued, and,
if necessary, accelerated;
that the Co-ordinator be instructed to draft a
report pointing out all lecislative changes which
must be recommended to the Province of Ontario to
make possible the transfer from the City of Hamilton
to the Regional Municipality of Hamilton-Wentworth
the responsibility for transit;
and further, that the Finance Committee be respons-
ible for the guidance of the Studies presently
underway - but that the Finance Committee refer
to the other appropriate committees any recommend-
ation affecting their areas of recommended policy.
=. SIUBDY ORGANIZATION
A Technical Committee, consisting of representatives of the
Hamilton-Street Railway, the City of Hamilton, the Regional
Finance Department, the Regional Engineering Department,
the Regional Planning Department and the Ontario Ministry
of Transportation and Communications, was formed to advise
the Regional Council on the details of implementing the
council resolution,
This technical committee was directed to report to Regional
Council through a Transit Coordinating Committee. The Tran-
Sit Coordinating Committee was composed of the following
members: Anne H. Jones, Regional Chairman; Councillor V.
ine "Copps? Councillor @. Campbell; Councidlor H. Everett;
Councillor 2. Valeriano; T.A. Rice, Chairman Hamilton
Transit Commission; C.T.C. Armstrong, Regional Coordinator.
So. feavio OF ReErFERENGE
The Technical Committee's terms of reference, approved by
the Transit Coordinating Committee were as follows:
Inventory and define the following aspects
of the Transit System being operated by the
Hamilton Street Railway Company (H.S.R.)
and its subsidiary, Canada Coach Lines Limited
(Cae tree
a) The physical assets and liabilities;
b) Capital cost commitments and projections
based on present operation;
c) Any franchise and operating agreements
presently in effect with the two companies;
dad) The bus routes and service areas under the
following broad categories;
- Regional - Hamilton Street Railway
- Canada Coach Lines
Hamilton Street Railway
- Canada Coach Lines
- Inter Regional
e) The existing levels of transit service prov-
ided within the categories of service areas
described in the above item (d);
f) Any other service(s) provided by either
company.
Estimate operating and capital costs and reven-
ues for the existing transit services provided
within the categories identified in the above
Terms of Reference, item (d). Also identify
the present policies of fare subsidization
followed by the Area Municipalities within the
Region, re: Senior Citizen reduced fares, stud-
ents fares, etc.
Identify and project the operating and capital
costs and revenues expected in the next five
years including any presently planned expansions
of equipment and service. Examine the cost-
revenue deficit relationships within this period
on the basis of a minimum 10% and maximum 20%
acceleration rate of Capital and Operating Costs.
Request the area municipalities, with the except-
ion of the City of Hamilton, to identify desir-
ed additional transit services within their res-
pective municipality. Identify and project the
Capital and operating costs of these additional
services for the next five years.
Identify and examine alternative methods
of distributing transit service deficits
to the various municipalities within the
Region and, where appropriate, in other
Regions.
Review the legislation affecting transit
service in the Region and in the City of
Hamilton and detail any necessary changes
which will be required to accomplish a
change in ownership of the Transit Company
from the City to the Region, effective lst
Jvanviary, L975:
Identify and examine the present and alter-
native organizational and reporting struct-
ures within the Region in order to effect-
ively administer the Transit Service when
the Region assumes this responsibility.
A eal ==
HAMILTON TRANSIT
COMMISSION
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The Hamilton Transit Commission is responsible for the
Operation of the Hamilton Street Railway Company (H.S.R.)
and its wholly-owned subsidiary, Canada Coach Lines Limited
(C.C.L.). The shares of the Hamilton Street Railway
Company are held by the Commission in trust for the City
of Hamilton. The financial position of the Commission in
1973 is presented in the balance sheet and statement of
earnings on pages A-1 and A-2 in the Appendix.
The purpose of this,.chapter 1s to inventory and define the
following aspects of the Hamilton Street Railway Co. and
Canada Coach Lines:
1) Bus Routes and Service Areas;
2) “The Physical assets land oliabi lities ;
3) Capital cost commitments and projections;
4) Operating Statistics;
5) Franchise and operating agreements.
Routes can be categorized as Regional and Interregional.
Regional routes are “those, routes which are completely
within the Hamilton-Wentworth Region. Interregional
routes are those routes which cross the regional boundary.
1. HAMILTON STREET RAILWAY COMPANY
The Hamilton Street Railway provides local transit ser-
vice within the City of Hamilton as well as operating
wouces antowsurlington, (Duncas, “Ancaster, andwsStoney Creek.
aie Bus Routes
Figure 1 illustrates the route network of the Hamilton
Street Railway. Bus routes, for the purpose of this
study, are classified as regional and interregional.
Regional routes are those routes which are completely
within the Region and interregional routes are those
routes which cross Lhe sregional bourdary. <The route to
Burlington is the only interregional route.
Figures 2, 3, 4, 5 illustrate the route coverage of the
Hamilton Street Railway in Hamilton, Ancaster, Dundas and
Stoney Creek respectively oThe) shaded) portion around, each
route represents the area that is within one-quarter mile
of the bus route. -This ws the catchment area. Catchment
areas are nou indveated One fhose 7outes which do. not pro-
vide a minimum of at least weekday service.
Pir
Within the Region there are three H.S.R. routes which
provide daily service between municipalities. They are:
1) Hamilton to Ancaster
2) Hamilton to Dundas
3) Hamilton to Stoney Creek - Queenston Road
Service statistics and ridership volumes for these routes
are shown on page A-3 in the Appendix.
b. Physical Assets and Liabilities
The fixed assets and long-term debt of H.S.R. as at
December 31, 1973 are shown on page A-4 in the Appendix.
The book value of the fixed assets at the end of 1973 was
$4,277,836. The long-term debt consists of demand loans
for equipment purchases. The total debt, excluding the
portion due in 1974, is $860,300.
A summary of the vehicles owned by H.S.R. in June, 1974
is presented on page A-5 in the Appendix. Of the 263
buses, one-third are less than four years old, one-third
are from four to: ten years of age, and one-third are
Older than ten years. The average life of diesel and
gasoline buses is ten-fifteen years, and that of trolley
buses is fifteen years. In the H.S.R. fleet there are
forty-one vehicles older than fifteen years.
The land, buildings and other fixed assets of H.S.R. are
outlined on page A-6 in the Appendix. The main compon-
ents are summarized below:
1) Three buildings and the yard at 18 Wentworth Street,
Hamilton;
2) A110 acre lot near Hwy. 53 and Upper Wellington Street;
3) A substation at Kenilworth Avenue and Cannon Street;
4) About 64 miles of one-way trolley wire.
c. Proposed Capital Expenditures
A list of the proposed capital expenditures of the
Hamilton Street Railway is presented on page A-7 in the
Appendix. The main expenditures are for new buses and
for the construction of a substation on Lake Avenue and
two miles of new trolley lines on Queenston Road.
The estimated total amount of the proposed capital ex-
penditures to 1978 as $4,706,000.
3
LEGEND
i HAMILTON STREET
mee RAILWAY SYSTEM
THE REGIONAL MUNICIPALITY OF HAMILTON - WENTWORTH
ease REGIONAL ROUTES
omens INTERREGIONAL ROUTES
AS DECEMBER 31, 1973
amicton
anew
2
3
=
=
8
2
Ss
2
3
=
~
2
8
=
7
x
ee i. as ae oe said ai Solig es REGIONAL TRANSIT
ASSUMPTION STUDY
Fig. |
LEGEND
lq MILE CATCHMENT AREA
HAMILTON STREET RAILWAY
ROUTES OPERATING ALL Day
SUMMER ROUTES
™ RUSH HOUR ROUTES
SCHOOL HOUR ROUTES
“INTERREGIONAL ROUTES
CANADA COACH LINES
eae DAILY CCL SERVICE
AS DECEMBER 371, 1973
A
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ee és
Geared EE w t “
= ] 1 4
| i | seen
ie ~ Sea
| | |
| ! |
_ |
| L city OF HAMILTON
| hz
| BUS COVERAGE
4 f
| oo
REGIONAL TRANSIT
ASSUMPTION STUDY F é )
g .
— ee TOWNSHIP OF FLAMBOROUGH \ i
|
, | | d A
~ | 28 26: 27/ 2 20, wd 320 33 os 3 37 884
LEGEND:
eae 14 MILE CATCHMENT AREAS
HAMILTON STREET RAILWAY
um ROUTES OPERATING ALL DAY
Q
s TOWN OF ANCASTER
a
“Ss BUS COVERAGE
.
%
CANADA COACH LINE *
=e §=DIFFERENT HOURS ROUTE
AS DECEMBER 31, 1973 © ASSUMPTION STUDY
(mo _—_$400 tao" Fig
REGIONAL TRANSIT
LEGEND:
4a MILE CATCHMENT AREA
HAMILTON STREET RAILWAY
ROUTES OPERATING ALL DAY
CANADA COACH LINES
SERVICE ONCE WEEKLY ONLY
ALL OTHER CCL SERVICE
AS DECEMBER 31, 19873
TOWN OF OUNDAS
BUS COVERAGE
REGIONAL TRANSIT
ASSUMPTION STUDY
BEGEND:
a” MILE CATCHMENT AREA
HAMILTON STREET RAILVW/AY
ROUTES OPERATING ALL DAY
‘CANADA COACH LINES
~SERVICE ONCE WEEKLY ONLY
Loose
=
TOWNS HIP
ALL OTHER CCL. SERVICE
AS DECEMBER 31, 1973
“I
REDIONAL
REGIONAL AD\ MEL
RES A BENET.
WEGIONAL mo he
ALLMAN oe
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aT haan | Senne TY Eee
TOWN OF STONEY CREEK
BUS COVERAGE
REGIONAL TRANSIT
ASSUMPTION STUDY
Fig. a)
dad. Operating Statistics - 1973
Table II.1 below contains a summary of operating statistics
for the Hamilton Street Railway routes for 1973. A more
detailed analysis of operating statistics is shown on
pages A-8 through A-11 in the Appendix.
TABLEiid..t
Hamilton Street Railway Summary of
Operating Statistics - 1973
Amount
Revenue Passengers Carried 25,953,340
Direct cost of providing services 5 8,748, 000 |
Depreciation and Financing Charges $ 521,000 |
Total Operating Cost $ beg or
Revenue from Operations 5: 6G 62000
Total Operating Deficit S Py o oe00
Mites Operated 67,178,647
Revenue Passengers Carried Per Mile
Route Miles - Round Trip
e. Agreements and Operating Licences
The principal agreements and operating licences of H.S.R.
are listed on page A-12 in the Appendix. H.S.R. has
three Public Vehicle Operating Licences in respect of its
service to the area municipalites.
2.CANADA COACH LINES
Canada Coach Lines provides intercity service in the
Niagara and Southwestern Ontario: regions. C.C.L. also
provides some local service to the municipalites around
Hamilton. i
Ties
a Bus Routes
Some of the C.C.L. routes are Regional since they are
completely within the Region.
Figure 6 shows the complete route system of Canada Coach
Lines.
Figure 7 shows the regional and interregional routes of
C.C.L. within the Hamilton-wentworth Region.
Figures 2, 3, 4, 5, show the route ®coverage of C.Cc.L.
in Hamilton, Ancaster, Dundas and Stoney Creek.
The shaded portion around each route represents the area
that is within one-quarter mile of the bus route. This
is the catchment area. Catchment areas are not indicated
on those routes which do not provide weekday service.
There are three Canada Coach Line routes that fall into
this category. Two routes are in Dundas and are shown
on Figure 4. A third route is in Stoney Creek and is
shown on Figure 5. Five of the routes provide daily
service between municipalities within the region:
1) Hamilton - Ancaster
2) Hamilton - Dundas -
3) Hamilton - Binbrook
4) Hamilton - Stoney Creek
5) Hamilton - Waterdown
Service statistics and ridership volumes for these routes
are shown on pages A-13, A-14 in the Appendix.
The level of service on Canada Coach Lines' routes is
illustrated in Figure 8 which shows the number of weekday
bus vehicle trips. This number is the total one-way
trips, 1.e., there are ten one-way trips from Hamilton
to Guelph, or five trips in each direction.
The average weekday ridership volumes on the Canada Coach
Lines' routes are shown on Figure 9. These volumes re-
present the total number of riders travelling on the
route. The volumes on each) route aréeisubdiavided.into the
following components:
1) The total number of riders travelling on the route
within the Regional Municipality of Hamilton-Wentworth;
2) The total number of riders on the route travelling
completely outside Hamilton-Wentworth;
Li=4
nt
CANADA COACH
LINES SYSTEM
LEGEND
WEEE CANADA COACH DAILY SERVICE
" GANADA COACH TOTAL SYSTEM
AS DECEMBER 31, 1973
TORONTO
ST.
CATHARINES}
EEGER®
THE REGIONAL MUNICIPALITY OF HAMILTON - WENTWORTH CANADA COACH
CINE ROUTES
aus oes REGIONAL ROUTES
musssl I TERREGIONAL ROUTES
AS DECEMBER 31, 1973
TO BURLINGTON
TO GUELPH
TO NIAGARA FALLS
& BUFFALO NX
LEGEND
= EKINGS HiGHway
KINGS HIGHWAY
——_ REGIONAL ROAD
LOCAL ROAD OR STREET L - " = Sn ~ I
=== == wwmicirat sounpary ; a ia Son Bone vue AL TRANSIT
TO DUNNVILLE & TILLSONBURG a cia
ASSUMPTION STUDY
Fig /
3) The total number of riders on the route who cross
the regional boundary.
Example: On the Hamilton-Brantford route, there are 366
riders travelling within the region, 46 riders travelling
completely outside the region, and 225 riders who cross
the regional boundary. The total number of weekday
riders on the Hamilton-Brantford route is the sum of
these components, or 637.
b. Physical Assets and Liabilities
The fixed assets and long-term debt of C.C.L. as at
December 31, 1973 are shown on page A-15 in the Appendix.
The book value of the fixed assets at the end of 1973 was
6170025705. “Ihe long-term debt consists of demand loans
for equipment purchases. The total debt, excluding the
portion due in 1974, is $210,500.
A summary of the vehicles owned by C.C.L. in June 1974 is
presented on page A-16 in the Appendix. There are 117
buses in the C.C.L. fleet; 9 vehicles are less than four
years old, 50 buses are between four and ten years of
age, and 58 vehicles are older than ten years.
The land and buildings owned by Canada Coach Lines are
outlined on page A-17 in the Appendix. The main compon-
ents are summarized below:
1) Garage and yard on Catharine Street, Hamilton;
2) A frame building at Crystal Beach;
3) Two garages at Welland;
4) A garage at Niagara Falls.
c. Proposed Capital Expenditures
Canada Coach Lines has no planned capital expenditures
except for the committed purchase of five intercity buses.
These buses, which are scheduled for delivery my O74,
will cost about $300,000.
d. Operating Statistics - 1973
Table II.2 below contains a summary of operating statis-
tics for C.C.L. routes for 1973.. A. more detailed analy-
sis of operating statistics is shown on pages A-18 through
A-22 in the Appendix.
L125
TABLE If..2
Canada Coach Lines Summary of
Operating Staciscics, =
Direct cost of providing services
Depreciation and Financing Charges
Total Operating Cost
Revenue from Operations
Total Operating Deficit
Revenue Passengers Carried
Miles Operated
Revenue Passengers Carried Per Mile
Route Miles - Round Trip ~
e. Agreements and Operating Licences
2,825,000
210,000
S035, 000
24.933 ,000
1025000
3,433,910
3,256) 0e0
The principal agreements and operating licences of C.C.L.
are listed on page A-23 in the Appendix.
four Public Vehicle Operating Licences.
3.FARE STRUCTURE & SUBSIDIZATION
a. Hamilton Street Railway
C.C.h. Nas twenty-
POLICIES
The bus fares and the present policies of fare subsidiza-
tion followed by the area municipalities on the Hamilton
Street Railway are outlined below by municipality.
i) \Cicy or Hamilton
The official tariff. adopted forsl974.set edult, fares at
50¢ Cash of 3 tickets for Ssi53o-
The fares charged to riders are detailed below:
1, Adults = 30¢ or 4 tickets fons. o0F.
2. Students = 6 tickets for S220G
3. Sentor Citizens (65 years of age or over) and spec-
ial aduvies - 4 tickets for 50¢
LI=G
CEGEN
THE REGIONAL MUNICIPALITY OF HAMILTON - WENTWORTH CANADA COAGE
| ae : LINE ROUTES
yy Onl e2 MILES
ay TOTAL DAILY BUS VEHICULAR
TRIPS
AS DECEMBER 31, 1973
O GUELPH
la
GN TAR TO NIAGARA FALLS
pane
LEGEND
= KING'S HIGHWAY
z *,
7) x h
y/ *, {
i= ls *, -) | °
% 4 Gos m meee ] ' =
S Y “ q
“ e j
$ 4 “ } 2
f, . é |
KINGS HIGHWAY a: wa / vg” AN ae, Oe a ae ee re: | =
/ 2 }
——T I atciowa roan mw \/ j ~
~ ; we
f a Ht wy conv CON. 4 vu wt
—_ LOCAL ROAD OR STREET
REGIONAL TRANSIT
ASSUMPTION STUDY
MUNICIPAL BOUNDARY
TO BRANTFORD
TO DUNNVILLE & TILLSONBURG eis
CECE
THE REGIONAL MUNICIPALITY OF HAMILTON - WENTWORTH
CANADA COACH
MSS a
TOTAL DAILY BUS RIDERS
AS DECEMBER 31, 1973
er oS TO NIAGARA FALLS
4 . LA & BUFFALO NY
S\ / f f f ‘ 2 fo i
a
&
—
REGIONAL TRANSIT
ASSUMPTION STUDY
TO BRANTFORD TO DUNNVILLE & TILLSONBURG Fig9
4. Senior citizens (70 years of age or over) may pur-
chase a $10.00 annual bus pass which entitles the
holder to the services of H.S.R.
The City makes a stabilization payment of 11.8¢ per revenue
passenger to the H.S.R. Fare Equalization payments are
made by the City of Hamilton on a per ticket basis for
the student, senior citizen and disabled fares. The
cost to the city of each senior citizen pass is $75.00
per year less the $10.00 received.
2) Town of Dundas
The adult cash fares within Dundas are the same as those in
Hamilton. Senior citizens pay 10¢ per ticket for in
town travel only. Students can purchase 10 tickets for
$2.70. (Dundas-Hamilton) Adult ticket fares are 5 for$1.05
(within Dundas).
Dundas purchases tickets from H.S.R. at 5 for $1.05
(21¢ each) for sale to senior citizens at 10¢ per ticket.
The town absorbs the 11¢ loss on each ticket. This
system was started in February, 1974.
a). Town of Gtoney Creek
The adult fares within Stoney Creek are the same as those
in Hamilton. Senior citizen fares are 4 tickets for 50¢
and student and child fares are the same as in Hamilton.
Stoney Creek purchases tickets from H.S.R. at 4 for $1.00
for sale to senior Gitizens at 4 for 50¢.
Ay Town Of Ancaster
The adult student and children fares within Ancaster vary
according to distances travelled.
5) Regional Fares - H.S.R.
Hamilton - Dundas = Wael Oren OF tlCkees fOr eno. o>
Hamilton - Ancaster = 50¢ Orel O-cickere for $4.25
Hamilton - Stoney Creek - 40¢ (city ticket plus 10¢ to
cross boundary)
b. Canada Coach Lines
Hamilton - Dundas = 50¢ om 10: tickets, for $4.25
Hamilton -, Ancaster = 55¢ or 1O tickets for S4,70
Hamilton - Stoney Creek - 55¢ or 10 tickets for $4.70
ge By
There ig a:multiple.tari££ throughout, the entire Canada
Coach Lines System providing special fares for students,
cOMmmucéers, etc.
Cc. Ontario Ministry of Transportation and Communications
Subsidization Policy of
Lb) a Trans) © “Operatang Debicmu
Subsidy will continue to be pad at the race oc. 20M per,
eent on the operating deficit of a municipal transac
system. It will be, necessary for the municipality to sub-
mit a request for an allotment to cover this item and
a formal request for payment as in the past.
(The formula that existed in 1973 which defined the limit
of Ministry of Transportation and Communications! 50%
subsidy for a transit operating deficitsis, as follows:
Maximum $1.00 per capita S200 pesucapita $0.05 per
Municipal Payment=for first 10,000+ for remainder of+ reven-
Eligible for population population ue pass-
Subsidy enger
In the case of the City of Hamilton for 1973, the popula-
tion for the Town of Dundas, the Town of Stoney Creek and
the Township of Ancaster, was included in the above-noted
formula because of local transit service provided by the
Hamilton Street Railway Company.)
2) Transit Capital Assistance
Effective December lst, 1972, subsidy will be paid at
75 per cent towards the purchase of specific capital
assets, subject to a maximum amount defined by popula-
tion based on. an upset limit of S2500" per) person Up. co
150,000 and $3.00 per person over 150,000. The following
items will be eligible for “this subsidy,-cubgect to prior
approval by the Ministry:
1. The purchase of new buses, trolleys, streetcars or
service vehicles.
2. Any major rebuilding of troileyvor street cam fleets.
3. The acquisition of land and construction of buridings
required for maintenance or terminal facilities.
4. The purchase and erection of roadside shelters, signs
and benches.
5. The construction of parking lots that are operated
as part of a public transportation system.
ie
3) Special Transit Capital Assistance
Under certain conditions and with specific prior approval,
special assistance may be granted in excess of the for-
mula at the 75 per cent rate for such items as:
1. Setting up a new system.
2. Large expansion of system (regionalization).
3. Change in fleet type.
4. Large renewal programs (streetcars, trolleys).
5S. Terminal or maintenance facility.
The above policy presently affects the Hamilton Street
Railway only but may also affect Canada Coach Lines
Limited for that amount which may be regarded as part of
the Regional Transit System.
4.RELEVANT BY-LAWS & ACTS
The following By-laws, agreements and acts are relevant
to the establishment and functioning of the existing
Hamilton Transit Commission:
- By-law 8900: To authorize the purchase of all the
shares of the Hamilton Street Railway Company.
- Agreement dated 1 February 1960 - between Francis
Farwell and the Corporation of the City of
Hamilton
- The City of Hamilton Act (1960)
= The City Of Hamilton Act (1960-61)
- The City of Hamilton Act (1961-62) Bill Pr 28
- The City of Hamilton Act (1961-62) Bill Pr 36
- The City of Hamilton Act (1966)
- By-law 9180: To establish the Hamilton Transit Comm-
ission and to appoint the first three
members and the first chairman thereor.
- By-law 9152: To authorize the completion of the purchase
of all of the shares of the Hamilton Street
Railway Company
- By-law 9153: To authorize the issue of debentures
ri 3
- By-law 10322: To appoint the Members and the Chairman
of the Hamilton Transit Commission
- By-law 67-12: To appoint the Members and the Chairman
of the Hamilton Transit Commission
LLG
OPERATING COSTS
S
REVENUE PROJECTIONS
The purpose of this chapter is to project the operating costs
and revenues of the Hamilton Street Railway and Canada Coach
Lines expected-in the next five years, and to examine the
operating deficits within this period.
1. HAMILTON STREET RAILWAY COMPANY
The costs and revenues of the Hamilton Street Railway
were projected using the budgeted 1974 figures as a base.
The costs were inflated 10% and 20%. The 10% increase is
intended to reflect the effects of inflation and assumes
no extension of service, whereas the 20% increase reflects
some growth and service expansion. Revenues were increased
at annual rates of 4% and 8% in order to provide revenue
projections that are considered pessimistic and optimistic
within the transit industry. These rates assume that tran-
sit fares will remain constant and, therefore, the estim-
ated revenues reflect solely the expected growth in rider-
ship.
The costs that were included in the analysis are:
A ive The direct cost of providing services;
are Depreciation charges; .
Bs Financing charges;
4. Provisions to capital reserve for improvements and
replacements;
aie Dividends to the Hamilton Transit Commission for
payment of debenture charges to the City of Hamilton.
The revenue used in the analysis was that resulting direct-
ly from operations.
The operating deficit is eligible for a provincial subsidy
of approximately 50%. Payments to the capital reserve
fund are not eligible for subsidy.
The estimated costs, revenues and operating deficits are
shown ein Tables. cited. and. Lli.2,
2,.CANADA COACH LINES
The financial projections for Canada Coach Lines are based
on the 1974 estimated costs and revenues. The costs were
inflated at. an annual.rate of 10%... Thais,.rate reflects only
inflation and assumes no expansion of the existing service.
Operating deficits were estimated on the basis of the two
revenue situations explained below:
gs Revenue remains constant, i.e. there is 10 growth in
ridership and no fare increases.
1 BY AS
2 Fares are raised in two-year intervais to proviae a
10% increase in revenue. It is assumed that a fare
increase would have no affect on ridership and also
that there is no growth in ridership.
Canada Coach Lines is an interurban carrier and, therefore,
is not eligible for provincial subsidy.
The financial projections for these revenue situations are
shown in Tables III.3 and III.4.
3. LOCAL MUNICIPALITY ESTIMATES | OF INCREASED
TRANSIT SERVICE
In order to assist the Study Team to prepare cost projections
for five years and to relate to the needs of the Area Municipalities,
the Councils and staff of the Area Municipalities (with the
exception of the City of Hamilton) were requested to provide their
opinions as to desirable transit service changes, extensions or
any other public transportation improvements which may be sought
in their Community in the next five years. The form letter sent
to the Councillors and Officials is shown on page Ane’ > Gaye
Appendix.
The Town of Ancaster, Dundas and Stoney Creek and the Township of
Flamborough provided the following comments either verbally at
meetings or by correspondence. The Township of Glanbrook 16, nat
submit a report.
a. Town of Ancaster
SiN a rasan aieins a OL Ba.
The Town indicated that they did not envisage the need for
a substantial increase in transit service but requested
that certain growth patterns be recognized. These growth
patterns will emphasize in the next five years a policy
of infilling with a maximum development of two hundred (200)
residential units per year. In addition to this the develop-
ment of lands north of Highway No. 53 and east of Southcote
Road may be likely in the next five years. In keeping
with this development pattern, examination of a local trunk
feeder service was requested in the built up areas of the
Town. This request was voiced with the concept of Dial-A-
Ride in mind.
In addition to the above a more adequate publicity
programme and better distribution of timetables and route
schedules was requested.
b. Town of Dundas
The Town of Dundas also requested examination of a local
bus service. It was pointed out that a two month trial
service was planned to provide such a service. This service
was instituted in October of 1974255" additionvto this
the desire was expressed by various Councillors that a
cost-revenue approach be established whereby the fare-box
supported more of the costs of transit service.
LiL
ex owt oi .stoney creck
The Busing Committee of the Town of Stoney Creek presented
four (4) main requests; as follows:
1. The continued extension of transit service
into the developing areas below the escarp-
ment. Specifically mentioned was the area
bounded by Gray Road, King Street, Millen
Road. and. Barton Stree.
2. The possibility of having a shopping service
in the rural areas of the Town, above the
escarpment. It was specifically mentioned
that a service on Green Mountain Road, east
EO Sixth, ROac, SOutm to Mud Street, west to
Highway No. 20 and then connecting to the
services in the lower Town should be instituted.
3. The extension of urban bus service into the
Saltfleet Community Development (Satellite
City) as population growth warrants.
4. An advertising programme and distribution of
timetables and routes on the Canada Coach Lines
services. Specifically mentioned was the lack
of information to the residents east of Millen
Road.
a Township of Flamborough
The Township expressed concern with respect to the
continuation of public transit services into their area
and specifically to Waterdown, Carlisle and Greensville.
This concern was based on the Councils role in the decision
making with regards to service extensions and/or curtailment
of service. No other specific requests were made and the
Township Council indicated that they will be forwarding a
brief to the transit operator at a later date.
e. Summary of Observation
In summary several key issues were conveyed in the presenta-
tions and discussions. These issues were:
1. The desire for public transit service on the
basis of population and development warrants.
>. The desire for transit service of the type to
suit the situation. For example. express-bus,
prescription bus and demand responsive systems.
3. The desire to have-the transit user pay more of
the real cost of the transit service.
Lives
4,
The desire for more effort to be sexpended son
advertising and promotion of transit services.
It should be noted that the above observations will not
materially affect the assumptions of cost projections
presented in paragraphs 1l-and 2-of this Chapter.
ir Recommendations
The following specific recommendations arise from the
meetings with the Councillors and Officials of the above
Munieipalities,.
Lis
The Regional Transit Operator should develop
an interface and reporting relationship with
the Regional and Local planning groups in
order that the Transit Operator is aware of
development as it occurs.
Within the Regional Transit System there are
unigue situations which warrant unique service.
These unique service requirements should be
recognized and provided as warranted in
co-operation with the Area Municipalities.
The Regional Transit Operator should place
particular emphasis on the development of a
public relations program and the dissemination
of information to the public and Area Munici-
palities.
IIi-4
TABLE III.1 - Projected Costs and Revenues (millions of dollars)
(Costs inflated at 10%) HSR
el ne
iOperating Costs Revenue | Gross Net Deficit | Revenue Gross Net Defici
Year (10% Growth) (4%) ' Deficit to Region (8%) Deficit to Region
ae ee 2 ee eae
1974
(Budget) 1057 6.6 4.1 2.0 6.6 ee) 2.0
1975 Taher 6.9 4.8 2.4 ihre 4.5 foe
1976 1Ze5 (2 a6) 2G a) Bl £55
1977 Ino 7.5 6.4 ane 8.4 5 ea) Zot
1978 Teac id lan cay 9.0 6.2 3]
1979 loa? Bel 8.6 4.3 G27. £0 Ao
ner ee eee ee
TABLE II1.2 - Projected Costs and Revenues (millions of dollars)
(Costs inflated at 20%) HSR
a ee ee ee ee
Operating Costs Revenue Gross Net Deficit Revenue Gross Net Defici
Year (20% Growth) (4%) Deficit to Region (8%) Deficit to Region
NIN re le eee
1974_
(Budget) ORY, 6.6 4. 2.0 6.6 4.1 2.0
1975 12.6 6.9 ' se 2.9 dae 5.4 7 ee
1976 Lose ee 7.8 3.9 fa Leo S20
1977 es 70 10:3 Del 8.4 9.4 4.7
1978 Blac 26 1354 647 9.0 kage Gs"!
1973 25.4 oe Td23 8.6 ond Tod [x6
a
TABLE III.3 - Projected Costs and Operating Deficits with
' Year
pp a
1974
(Estimate)
1975
1976
1OL7
1978
179
Constant Revenue (millions of dollars) ccL
Operating Cost
(10% Growth)
3.4
3.8
4.2
4.6
550
5. 5
Revenue
Be
res)
epee)
ou
sae
Sind
Operating
Deficit
4
aS,
9
TABLE III.4 - Projected Costs and Operating Deficits with
Year
a
1974
(Estimate)
1975
1976
1977
197s
1979
a 10% Revenue Increase in 2-Year Intervals
(millions of dollars) CCL
Operating Cost
(10% Growth)
3.4
eo
4.2
4.6
J20
Bie)
Revenue
323
3.3
Sed
jay)
4.0
4.0
Operating
Deficit
12.3)
iS
ALTERNATIVE METHODS
Gl
ame ATINGs Ser iehkS
4. IDENTIFICATION OF DEFICHTS
The identification of the deficits applicable to the Region is
complicated by the utilization of the Canada Coach Lines to
provide Regional Transit Service as well as Inter Region Tran-
sit Service.
A deficit occurs on some Inter Region routes despite rising
favea.) these deficits. .are not eligible for Provincial sub-
sidy nor do the capital expenditures qualify for the 75% ass-
istance from the Province.
These Inter Regional Transit Services properly belong at the
Provincial level of government. The formation of the Toronto
Area Transit Operating Authority (TATOA) and the consideration
of a similar organization for the Hamilton-Wentworth Region
emphasizes the trend towards the Province accepting responsi-
bility for Inter Region Transit Service.
The Province should be responsible for Inter Region Routes.
Deficits in respect of Inter Region Transit Service should
not fall on the property taxpayers of. this Region.
It is suggested that negotiations should commence Wiech che
Province with a view to the Province assuming initially res-
ponsibility for 100% of the deficit incurred on the Inter
Regional Transit Service.
Tt seems logical that one body should be responsible for all
Regional Routes. Because of working agreements it 1S Ole
appropriate at the present tame for the Hamiltom Street Rall-
way to physically take over the Regional Routes presently
operated by Canada Coach Lines:
It is therefore suggested that the Hamilton Street Railway
undertake to reimburse the Canada Coach Lines for the opera-
ting deficits applicable to those routes that start and finish
within the Region.
The Hamilton Street Railway also operates an Inter Region
Route. This is the route that runs to Bir lington. The deri
cit on this route should not fall on any individual municipality
within the Region. It is therefore suggested that the Canada
Coach Lines should assume the responsibility for this deficit
by reimbursing the Hamilton Street Railway.
The remaining deficits of Canada Coach Lines and the deficit
of the Hamilton Street Railway Burlington Route would consti-
tute the cost of Inter Region Transit Service. This deficit
should not be the responsibility of any specific area munici-
pality. It is therefore suggested that until the Province
assumes 100% of the deficits of Inter Region Transit Services,
that these deficits are charged to all the taxpayers of ihe
Region as part of the general levy.
If these proposals are accepted then the remaining deficit of
the Hamilton Street Railway would constitute the cost to the
property taxpayer of the Regional Transit System.
Deficits of individual routes are estimated by apportioning
average running costs over route miles and then applying spe-
cific revenues to that expenditure.
Tt is not necessarily equitable to ascribe a route deficit to
the specific area municipality through which the route runs
because all routes outside the City service at least two area
municipalities.
The methods used to calculate the deficits tabulated on pages
A-10, A-19, A-20 in the Appendix and discussed in Chapter II,
illustrate the complications involved. In that chapter, costs
were allocated on route miles. Revenues of each route were
estimated which gave a route deficit. These deficits were
then allocated on the basis of passenger residence. The iden-
tification of deficits 1's “arbitragy and? theybesis of appore
tionment of that deticit will aleo beqar ovens...
2. CRITERIA FOR JUDGING BASIS OF APPORTIONMENT
There are many basis of apportioning deficits of transit sys-
tems. The identification of the Criteria for judging the var-
ious bases of apportionment is extremely important. It per-
mits the objective evaluation of the many bases available.
The following criteria are suggested for consideration and
each is explained subsequently:
(a) Generally understood and acceptable
(b) Easily determined
(c) Flexible
(d) Reflect the service available
(e) Not encourage demand for uneconomical service
(f) Permit area municipalities input
(g) Permit area municipalities internal taxing options.
ple Generally Understood and Acceptable
The bases used have to be explained to the general public.
They must not be too obscure or too technical. If stan-
dards are used they should be those generally accepted
within, the transit industry. Mt as "decaraolesend. ne
bases should have been utilized “in ethervarcasmor for
other services.
Ds Easily Determined
Most bases of apportionment have to be calculated. Special
records, studies and surveys should be avoided if possible.
They are expensive and time consuming.
ra Flexible
The Region is not static, it is developing and changing.
The demand for increases in quality and quantity of ser-
vice is continuous. The resources available to meet
costs also change, the basis of apportionment should be
flexible enough to accommodate chaning conditions over a
number of years.
Gs Reflect the Service Available
It is extremely difficult to persuade taxpayers to pay
for service that is not available to them. It is not
proposed that direct correlation should exist, merely
that increased service should to some extent be reflected
in the bases of apportionment selected.
e. Not Encourage Demand for Uneconomical Service
ROMs eh Shes orotate Mi ace nee ae eer os lS aca ieeetineen San Reon ae
If a basis of apportionment is established so that re-
gardless of the service available that apportionment will
be fixed, taxpayers will demand that service be made
available to them. The basis selected should permit some
contribution to necessary but uneconomical services but
should also reflect some increased burden.
fs Permit Area Municipalities Input
The basis of apportionment is subject to acceptance by
Regional Council. The basis selected should permit the
representatives of the taxpayers in each area municipality
some degree of control over the total burden placed on
those taxpayers, but not at the expense of all other tax-
payers in the Region.
Gs Permit Area Municipalities Internal Taxing Options
Most Area Municipalities will charge the costs of transit
to their property taxpayers as part of the General Levy.
This may not be the wish of all municipalities because of
their different geographic composition. It is therefore
suggested that the basis selected should permit area
municipalities, if they so wish, to levy on benefiting
taxpayers.
3. BASIS OF APPORTIONMENT
The deficits of operating the Regional transit system can be
apportioned using a number of bases, and these fall into three
main groups: J
(a) Services Available
e.g. Revenue or Passenger/miles
or Residence of passenger
is
(b) Cost of Service
evg. deficits on actural-poutes
(c) Other Factors
e.g.
equalized assessment
or population.
Each of these bases are evaluated in detail below against
the proposed criteria.
ae Services Received
i)
2)
Revenue Miles (see Table IV-1)
Criteria Met:
- Generally understood and acceptable
- Easily determined some special records may be
required
- Flexible
- Reflects the service available (but not necessar-
ily utilized)
- Not encourage demand for uneconomical services
Criteria Not Met:
- Permit area municipalities input.
The area municipalities would not automatically
be consulted prior to routes being established.
- Permit Area municipalities internal taxing options.
Not possible under this basis.
Residence of Passenger
Criteria Met:
- Generally understood and acceptapile
- Flexible
- Reflect the service available.
Reflects usage of service not the extent of routes.
Criteria Not Met:
- Easily determined
It would be most difficult to establish the initial
apportionments and expensive and time consuming
CO update the data,
- Not encourage demand for uneconomical services
The most used, therefore most economical routes
are penalized since the greater the use the greater
LHe costed LOcaLuon.s -
- Permit area municipalities input
The area municipalities would not automatically
be consulted prior.to routes being established.
- Permit area municipalities internal taxing options
Not possible under this basis.
IV-4
3) Passenger Miles
Criteria Met:
- Generally understood and acceptable
- Flexible
- Reflects the service available
Criteria Not Met:
- Easily determined
Continuous sampling of passengers required on all
routes,
- Not encourage demand for uneconomical services
The most used, therefore most economical routes
are penalized since the greater the use the greater
the cost allocation.
- Permit area municipalities input
The area municipalities would not automatically
be consulted prior to routes being established.
- Permit area municipalities internal taxing options
Not possible under this basis.
lees Costs of Service
1 Deficits on Actual Routes
Criteria Met:
- Generally understood and acceptable
= Plesi pie
- Reflects the service available
- Not encourage demand for uneconomical services
criteria Not Met;
- Easily determined
Tt is time consuming to caleulate deficits on
individual routes.
- Permit area municipalities input
The area municipalities would not automatically
be consulted prior to routes being established
- permit area municipalities internal taxing options
Not possible under this basis.
Cy Other Factor
iL) Equalized Assessment (see Table Iv-2)
Criteria Met
- Generally understood and acceptable
= Basaly determined
Criteria Not Met:
- Flexible
Does not change with increased services.
Lvs
- Reflects the service available
Does not reflect service available.
- Not encourage demand for uneconomical services
Because apportionment will not change with increased
demand, demands for services will constantly in-
crease.
- Permit area municipalities input
Municipalities would not be consulted as basis is
pre-determined.
- Permit area municipalities internal taxing options
No basis would be available to internally rate
against benefiting taxpayers.
AY Population
Criteria Met:
- Generally understood and acceptable
- Easily determined
Criteria Not Met:
- Flexible
Does not change with increase services
- Reflects the service available
Does not reflect service avamiepues
- Not encourage demand for uneconomical services
Because apportionment will not change with in-
creased demand, demands for services will constan-
tly inereace.
- Permit area municipalities input
Municipalities would not be consulted as basis is
pre-determined.
- Permit area municipalities) internal ta<iug Opt-lons
No basis would be available to internally rate
against benefiting taxpayers.
It can be seen from this evaluation that all these Sases have
serious deficiences. Therefore, it is necessary to investigate
other basis. In Ottawa-Carleton, the only other Region oper-
ating transit which has the same Urban/Rural characteristics as
this Region, they partially utilize an "Urban Transit Area" to
apportion, Costs.
4. URBAN TRANSIT AREA
Urban Transit Area is defined as that area that has transit
service available at an acceptable level. Costs are appor-
tioned to each area municipality within the Urban Transit Area
on the basis of the assessment of the area having the service
available only (see Table Iv-3).
The area municipality at its option may tax the benefiting
Owners or levy as part of the General Levy. The method is
similar to area rating for sewer, Eire eo Welter eae! vices.
Most developing municipalities have utilized area rating at
some time.
LV=6
The area to be designated as being within the Rural Transit
Area would be subject to discussions and input from each area
municipality.
The major difficulty is the establishment of acceptable levels
Gr service. For the purposes of this paper only, a level of
service of at least ten trips per day has been used, with the
area serviced being considered as that within 4 mile of a
route that has at least ten one way trips per day. This dis-
tance is Utilized in-the transit industry and is generally
acceptable.
Picures 2, 35,-4,75 and’ lO @ldustrate.the “Urban Service Area”
that would meet this definition and include the geographical
areas described below.
a. City of Hamilton
The entire city.
D. Town of Ancaster
Those parts of the Town located within 4% mile of the
following roads: #53 Highway, Fiddlers Green Road,
Wilson Street (#2 Highway), Valleyview Drive (between
Taylor Rd. and Wilson St.), Taylor Road “(between ‘Valley-
view Drive and Orchard Drive), Orchard Drive (between
Taylor Road and Wilson Street), Rosseau Street, Mohawk
Road, Cayuga Avenue (between Mohawk Road and Hiawatha
Blvd.), Hiawatha Boulevard (between Cayuga Ave. and
Algonquin Ave.), Algonquin Avenue (between Hiawatha
Blvd. and Mohawk Road).
CG. Town Of Stoney Creek
What portion of Stoney Creek Tying nore of Ene escarp-
ment excluding the following -
- the land situated between the Q.E.W. and the CNR
Railroad tracks from the City of Hamilton boundary
to i mile west of Winona Road.
- the land: below the escarpment east of. Fatty Road.
- the land situated between Royce Avenue and the
escarpment.
d. Town of Dundas
The area within i mile of Highway No. 8.
For determination of assessment to be included it may
be necessary to define the areas slightly broader than
fhoce strictly within the above definition.
IV=7
A standard fare policy should be considered within the Urban
Transit Area, (e.g. the extention of the 25¢ flat fare and
the abolition of the inter route transfers, the costs of this
are illustrated in Table Iv-4).
This could be extended to the Canada Coach Lines routes that
serve the Urban Transit Area with the Hamilton Street Railway
reimbursing the Canada Coach Lines for the difference between
the standard fare and the established economical fare on Inter
Regional Routes for travel within the Urban Transit Area only.
This is similar to the situation that exists between the City
and the Hamilton Street Railway at the present time,
An, indication of the cost of seh’ a polacy 2s,given inetabiec
Iv-4.
This basis of apportionment would meet all the criteria
proposed :
(a) Generally Understood and Acceptable
This method of apportionment is widely used for other
services in municipalities and has been used in Ottawa-
Carleton for transit.
(b) Easily Determined
Providing the aréas are clearly defined, no problems
should be experienced in ascertaining the assessment.
No special records would be required.
(c) Flexible
The basis of apportionment would expand with additional
routes or increased assessment.
(d) Reflects Service Available
This service available is an established minimum. The
actual assessments used in apportioning costs are those
directly serviced.
(e) Not Encourage Demand for Uneconomical Services
Any uneconomical services would be discontinued leading
to a reduction in apportionmene,
(f) Permit Area Municipalities Input
Area Municipalitiés would be consulted on the esta-
blishment of the actual Urban Transit Areas, routes and
level of service. Once the routes: are agreed, the costs
to that municipality follow automatically.
(g) Permit Area Municipalities Internal Taxing Options
Area Municipalities may tax benefiting taxpayers Le rhey
SO wish.
It is not suggested that all services provided should fall
within the Urban Transit Area. Some routes are infrequently
serviced or cover very sparse areas, these should be considered
Separeavely.
IV=6
S. OTHER (RURAL) ROUTES
The degree of service suggested for the Urban Transit Areas”
is not necessarily desirable or applicable to the whole Region.
It is particularly inappropriate where a municipality is
sparsely populated and there is a substantial route mileage
and a very infrequent service.
In these cases it is suggested that the area municipality con-
cerned could enter into an agreement with the Region to pro-
vide a service and for that municipality to meet the net de-
PueuG (arter provincial subsidy) .
It is emphasized that when the service exceeds the minimum
(10 one way trips per day) then the area serviced subject to
special considerations should be included in the Urban Tran-
sit Area.
Outside the Urban Transit Area an area municipality could ex-
ercise some options over the fare charged.
Because only a few routes would be involved, it is not anti-
Cipated that excessive record keeping would be necessary for
those routes outside the Urban Transit Area.
6. CONCLUSIONS
Tables IV-5 and IV-6 summarize the implications for each
Local Municipality of the alternative bases for apportioning
the deficit.
The analysis of the information developed in this Chapter lead
the Technical Committee to conclude the following:
i) The funding of the Regional Transit Service should be
through one operating body (e.g. Hamilton Street Railway).
2) Negotiations should be started with the Province for them
to assume the costs of Inter Regional Transit Services in
line with the trend being followed within TATOA.
3) The deficit of Canada Coach Lines in FESpect of Inter
Regional Routes will form part of the general levy of the
Region until it is met 100% by the Province.
4) The establishment of an Urban Transit Area should be accom-
plished with the active involvement of all area municipal-
ities.
5) The apportionment of the deficits of the Regional Transit
System should be on the basis of the equalized assessment
within the Urban Transit Area except for Item 6 below.
6) Agreements should be reached between the Region and some area
municipalities for the direct payment of the deficits inc-
urred on some routes that do not receive a high level of
service.
Some area municipalities should consider obtaining an
option to tax property owners benefiting from transit
services.
A standard fare. policy should be considered for the
whole Region.
IV-10
THE REGIONAL MUNICIPALITY OF HAMILTON - WENTWORTH
| oe i
COM. vt vur
roa x ¥
GLA oe | |
a ae
Tom at
as
l |
REGIONAL TRANSIT
ASSUMPTION STUDY
Fid| O
ae URBAN TRANSIT AREA
77 iy
b]
sa)
TABLE Iv-1
REVENUE MILES (REGIONAL ROUTES ONLY)
Hamilton Street Canada Coach
Reilway Lines*
Ancaster eso 52,000
Dundas iKS ACI coe
Flamborough 24,650
Glanbrook 7,042
Hamilton Bie lage OD var
Stoney Creek ip Le 168,065
7 7 DOD ,422 thes OT hes | we
Other GiB e220 19,650
8,178,647 271,407 8,
* Figures include the following routes only:
-
Definition and Allocation of Revenue Miles
Total
Miles
632300
191, 367
24,650
7,042
2915205
239,572
SMe PANES)
6aaro10
450,054
% Allocation
.750
2.265
oe?
.083
86.286
2.834
92.510
7,490
100.000
1. Waterdown
2. Lynden
3. Binbrook
4. Stoney Creek (Hamilton
to Stoney Creek)
(Hamilton to Winona)
5. Ancaster (Hamilton to
Ancaster)
Those miles that are travelled by a vehicle with the
intention of picking up or putting down passengers.
All routes except express
and semi-express are apportioned
on the basis of Revenue miles actually travelled in a
municipality except where a route runs in close proximity
the Revenue miles
are apportioned 50/50 to each municipality for that part
to a municipal. boundary. In which case,
of the route that runs along the boundary.
The Revenue miles on express and semi-ex
allocated to the urban centre or centres served
the city core.
press routes are
outside
Total within Region
~3L0
2.448
mie ae)
~090
93.272
34069
100.000
100.000
TABLE IV-2
EQUALIZED ASSESSMENT AND POPULATION
EQUALIZED ASSESSMENT
ANCASTER
DUNDAS
FLAMBOROUGH
GLANBROOK
HAMILTON
STONEY CREEK
POPULATION
ANCASTER
DUNDAS
FLAMBOROUGH
GLANBROOK
HAMILTON
STONEY CREEK
2,
3,
$
LOA Inc hore Puce hay
154,836,013.
187,848,680.
78,274,681
833'/490, 499.
266,933,099.
642,736,907.
+
14,683
13,697
224065
10,028
3097038
28,085
403,396
Se
oat oath
4.250
oy
2.149
Liad Oo
aoa
100.000
Se
3.640
4.635
5.470
2.486
76.609
he 6.0
100.000
Chey
Town
Town
Town
TABLE IV-3
URBAN TRANSIT AREA -
of Hamilton
of Ancaster
Oresconey Creek
of Dundas
EQUALIZED ASSESSMENT
EQUALIZED
ASSESSMENT
2,833,490,499
DA, LIGpLeo
186,923,531
46,694,757
Soylel, 206; 962
%
90.782
ee
a 200
1.496
100.000
TABLE Iv-4
STATEMENT OF ESTIMATED INCREASE TO DEFICIT GENERATED
FROM 25¢ FLAT RATE ADULT FARE THROUGHOUT THE REGION
cle De tc SSS SS
Hamilton Street Canada Coach
Railway _ tines __ Total
Hamilton to Ancaster
(Ancaster to Hamilton) amp opt open OO Ss) 237,000 S124 OO
Hamilton to Dundas
(Dundas to Hamilton) 59,000. 59,000;
Hamilton to Flamborough
(Flamborough to Hamilton) 34, 700). 34,700.
Hamilton to Glanbrook
(Glanbrook to Hamilton) 16,300. 16,0002
Hamilton to Stoney Creek
(Stoney Creek to Hamilton) SOO 67,000. S770.
Estimated Increase to 1973 Deficit $202,000:
SSSSSSSS——_
Assumption - Ridership based on ticket revenue at 4 for $1.00
- No estimate is included for revenue lost on
transfers between these routes and Hamilton Street
Railway routes where a second fare is now payable.
TABLE IV-5
BASIS OF APPORTIONMENT- COMPARISON
REGIONAL URBAN TRANSIT
EQUALIZED REVENUE AREA EQUALIZED
ASSESSMENT POPULATION MILES ASSESSMENT
% % % %
Ancaster clagcycul 3.640 - 820 L726
Dundas 4.250 4.635 2.448 1.496
Flamborough Dede 7 5,470 ROD
Glanbrook 2.149 2.486 3-090
Hamilton Te 76.609 (SNe yes 1 90.782
Stoney Creek 1.228 Teo SPO Sh) we2eo
100.000 100.000 100.000 100.000
TABLE IV-6
COMPARISON OF BASES-AMOUNTS BASED ON 1973 EXPENDITURES
Inter Regional
Service Deficits Regional Transit Service Deficits
Regional Regional Urban Transit
Equalized Equalized Revenue Area Proposal
Assessment Assessment Population Miles (See Note 4)
Ancaster Sa pao $ ise Ae ih Baris) 567596. P25 94. oS 2678275
Dundas 677923 66,080. 72,0606" 337062. 237 VLe%
Flamborough S241. 807-1636 85,049, 4,898. 6,002.
Glanbrook 3,434. 337413. 36,653. BEES AIF 2,702.
Hamilton 124,301. 1,209,425. J;1oL 1 eOe ed 450,ec. by aoe eo
Stoney creek 11,710. 113,938 bt i s2oe 47,656. OZ DOs
S159,501. $1,554,830. $1,554,830. 8517554, 8300S), 554, G00.
NOTES:
ifs For all bases the net deficit on Inter Regional Services
is apportioned on the basis of Regional equalized assessment
oe The schedule has been prepared on the basis of a 50%
provincial subsidy because in 1974 and subsequent years
the Province will meet 50% of the net deficits. In 1973
the City actually received $1,140,100. subsidy.
ae The estimated deficit of the whole system for 1974 is
S4,1 million (§2.1 million after Provincial subsidy).
4. Possible service agreements costs have been included for
Flamborough (Waterdown and Lynden routes) and Glanbrook
(Binbrook routes).
IV - ADDENDUM
ADDITIONAL ALTERNATIVE METHODS
OF ALLOCATING DEFICITS AS REQUESTED
BY TRANSIT COORDINATING COMMITTEE
S::
a ek
(ie
a a
The report of the Transit Technical Committee on Alternative
Methods of Allocating Deficits was presented to the Transit
Coordinating Committee on September 24th, 1974.
The Transit Coordinating Committee determined, "That the crit-
eria for judging the basis of apportionment for the Regional
Transit Service Deficit were deficient in that they did not
reflect the importance of a transit service to the financial
vitality of the Region in total" and "That all municipalities
should be expected to contribute on some basis to the growth
potential of the Region".
The Transit Coordinating Committee then recommended that the
Regional Transit Service Deficit should be apportioned half on the
basis of Revenue Miles and half on the basis of equalized assess-
ment Of she whole Region. This is ailustrated in. Table IV-A.1
This recommendation was later amended to change the cost of all
Special fares to the benefitting muncipality. This is illust-
rated in Table IV-A.2. This was modified to relate only to
Special adult fares. This is illustrated in Table IV-A.3.
This ADDENDUM:
a) describes the method for calculating Revenue Miles and the
implications on the Area Municipalities of allocating deficits
according to the method (described above) recommended by the
Transit Coordinating Committee,
b) summarizes the impact on the Area Municipalities of the various
bases for allocating deficits as discussed in the report.
1 REVENUE MILES
Revenue miles are defined as -
"Those miles that are travelled by a vehicle with the
intention of picking up or putting down passengers.
All routes except express and semi-express are apportioned
on the basis of Revenue miles actually travelled in a
municipality except where a route runs in close proximity
to a municipal boundary. In which case, the Revenue miles
are apportioned 50/50 to each municipality for that part
efetoe route that runs along the boundary.
The Revenue miles on express and semi-express routes are
allocated to the urban centre or centres served outside
the city core."
A review process should be established that will agree the calcul-
ations of Revenue Miles on the basis of the operating by-law as
early in each year as possible. A Committee of the Treasurers
utilized for this purpose in Ottawa-Carleton and it is suggested
that a similar committee be established.
Some additional records may be required by the Hamilton Street
Railway and Canada Coach Lines. It is suggested that it be a
requirement that the officials of the Hamilton Street Railway
and Canada Coach Lines be required to prepare the necessary records
and information for submission to the Committee of Treasurers.
IV-A-1
2 COMPARISON OF VARIOUS BASES FOR ALLOCATING
DEFICITS
Tables IV-A.4 and IV-A.5 have been prepared to compare
the impact of the various bases discussed in the report
of the Transit Technical Committee and the recommendations
of the Transit Coordinating Committee. Particularly the
following are included:
Regional Equalized Assessment
Revenue Miles
Urban Transit Area Proposals
Equalized Assessment/Revenue Miles
Equalized Assessment/Revenue Miles charging all
special fares to benefitting municipalities.
Equalized Assessment/Revenue Miles charging special
adult fares to benefitting municipalities.
Mm & WN FE
(ep)
These schedules are based on 1973 actual expenditures but
because of the change in the basis of Provincial Subsidy
and other minor changes they should be considered as given
indications of impact only. In 1974 and subsequent years
substantial increases in deficits and changes in routes will
vary the impacts.
LV=A=2
LEGISLATION
In order to implement the resolution of the Regional Council
regarding a regional transit system, an amendment to the
Regional Municipality of Hamilton-Wentworth Act, 1973 is
necessary.
The following amendment to the Act has been prepared for the
Transit Technical Committee by the Acting Regional Solicitor
in accordance with Item 5 of the Terms of Reference
The Regional Municipality of Hamilton-Wentworth Act,
1973, is amended by adding thereto the following as
Pare Vid La.
PART VITIA
REGIONAL PUBLIC TRANSPORTATION SYSTEM
in this Part
(a)
(b)
(cy)
(d)
(e)
(g)
"Commission" means the Hamilton Transit Commission,
and
"Company" means The Hamilton Railway Company, and
"Corporation" means The Corporation. of the City
of Hamilton, and
"public transportation service"
(i) means a service provided by a vehicle that
is operated either underground, above ground
or on highways or right-of-ways on the surface
for the transportation for compensation of
passengers, or passengers and express freight
that might be carried im such a vehicle, but
(ii) does not include
(BR) -actaxicab that is operating under a e=
ence granted by an Area Municipality, or
(B) vehicles operated on railroads governed
by the laws of Canada, and
Ppub Lic transportation vehicle" means a vehicle owned
and operated by the Company including the Subsidiary
Company in providing public transportation service,
and
"Regional Transit Commission" means the Regional
Transit Commission of The Regional Municipality of
Hamilton-Wentworth, and
"Regional Public Transportation System" means the
Regional Public Transportation System of The Regional
Municipality of Hamilton-Wentworth, and
vas
(h) "Subsidiary Company" means The Canada Coach JI.ines,
Limited and Safety Service & Adjusters Limited.
(1) The Regional Corporation is authorized to establish
a public transportation system, and in so doing is
authorized to acquire by by-law of the Regional
Council all the shares of the Company and upon en-
actment of such a by-law
(a)
all of such shares held by the Commission or the
Corporation, or both, sand the wassers ana. lvab—
ilities of the Commission, the Corporation,
the Company and the Subsidiary Company or any
of them in connection with the Company and the
Subsidiary Company vest in the Regional Corpor-
ation without compensation or damages except that
the Regional Corporation is to thereafter pay to
the Corporation on or before the due date all
amounts of principal and interest becoming due
on any outstanding debt of the Corporation in
respect of such shares and other assets held in
respect of the Company and the Subsidiary Comp-
any and in the event of default by the Regional
Corporation in making any such payment then
interest in the amount of 1 perm cent ails), on
the unpaid balance is to be added to the amount
due on the first day of default and on the first
day of each calendar month thereafter, and
the Commission is dissolved, and
no Area Municipality, except with the prior app-
roval of the Regional Council, has any of the
powers conferred under this Part or under any
general Act on the Regional Corporation or on a
municipal corporation or on the Regional Transit
Commission, if established under this Part, with
respect to the provision of public transportation
service, and
no person is to operate or cause te be operated
in the Regional Area a public transportation ser-
vice except as otherwise provided under subsect-
ion (4) of this section without having obtained
a permit to so do from the Regional Council.
(2) Upon the acquisition of the shares by the Regional
Corporation pursuant to subsection (i)on, this sect—
TON,
(a)
the Regional Council
‘has the right to hold and vote such shares and is
responsible to provide by by-law or by-laws for
the general management, regulation and control of
the Company and the Subsidiary Company and of the
public transportation system owned by them incl-
uding
(3)
(i) subject to the provisions of The Highway
Traffic Act and The Public Vehicles Act
with respect to services outside of the
Regional Area, the public transportation
system of the Company and its Subsidiary
Company, and
(ii) the fixing, from time to time, or-the fare
structure, and
(b) has the power to raise by by-law upon debentures
of the Regional Corporation, or otherwise, such
sums as may from time to time be required by the
Company and the Subsidiary Company for they purp=
oses of such a public transportation system.
The Regional Council, whether or not a Regional Transit
Commission is established under section 3 hereof, is
by by-law or by-laws to define one or more parts of
the Regional Area as an Urban Transit Area, which area
or areas in the opinion of the Regional Counc ul, cer
ives a benefit from the provisions of a publuc -Erans=
portation service under the Regional Public Transport-
ation System. Nothing in this subsection is to be
deemed to prohibit
(a) the enlargement of the Urban Transit Area to
include the whole of the Regional Area;
(pyesthe pEevision.ot public transportation service
outside the Urban Transit Area by agreement with
any Area Municipality, municipality or any other
person;
(c) the provision of public transportation service
outside the Regional Area.
Subject to subsection (19) 08 section, 3 Of this Part
and notwithstanding the provisions of The Public Veh-
icles Act, the Regional Corporation has the exclusive
right within the Regional Area to maintain and operate
a public transportation service, but such right does
not affect existing rights of any separate school board
or board of education to provide public transportation
service for their respective purposes and in exercising
such right the Regional Corporation may establish, main-
tain, operate, extend, alter, control, manage, const-
ruct, repair and equip a system of public transportation
service by means of surface, underground or above ground
railways, tramways or buses, or any other means oD Erens=
portation, except taxis, including such structures and
works of every description as may be necessary or con-
venient upon, along, across, under and over all high-
ways and public places in the Regional Area. Without
limiting the generality of this subsection the Region-
al Corporation has and may exercise throughout the Reg-
ional Area all the powers heretofore or hereafter con-
ferred by any general Act upon a municipal corporation
Vag
(5)
(6)
with respect to public transportation services.
The Regional Council is annually, by by-law
(a) to levy against such of the Area Municipalities
as are wholly or partly within the Urban Tran-
Sit Area the sums required to meet any deficit
arising out of the establishment of and the
total operations of the Regional Public Trans-
portation System. In any by-law passed under
this paragraph the Regional Council may include
in the levy any expenditures made by the Regional
Corporation that are related to the provision,
planning or improvement of the Regional Public
Transportation System in the Regional Area, and
(b) to include in its levy under section 81 against
and in each Area Municipality the sums required
to meet any deficit arising out of the total
operation of the Regional Public Transportation
System outside the Regional Area that is not
pursuant to an agreement under subsection (3)
of this section. In any by-law passed under this
paragraph the Regional Council may include in
the levy any expenditures male bythe Regional
Corporation that are related to the provision,
planning or improvement of the Regional Public
Transportation System outside the Regional Area.
A by-law or by-laws enacted under paragraph (a) of sub-
section (5) of this section are to apportion the levy
against each of such Area Municipalities in a manner
that, in the opinion of the Regional Council, is 7ust
and equitable and, without limiting the generality of
the foregoing, the Regional Council in making such
apportionment is to have regard for the degree of pub-
lic transportation service provided, the fare struct-
ure fixed for the Urban Transit Area or any part or
parts thereof, the financial costs of providing such
service, the equalized assessment and any other fact-
ors that are, in the opinion of the Regional Council,
relevant.
The Ministry of Revenue is to provide to the Treasurer
of the Regional Corporation such equalized assessment
information as it may require for the purposes of any
by-law enacted under subsection (6) of this section
and the provisions of Part IX apply mutatis mutandis in
the event any equalized assessment is varied in an
appeal under that Part or under The Assessment Act.
Within 10 days of the enactment of a by-law under sub-
section (3) or subsection “(5)epeteie rsecetion, the
Clerk of the Regional Council is to give written not-
ice thereof to the Clerk of any Area Municipality aff-
ected thereby by prepaid registered post.
(9)
(10)
(11)
(12)
(13)
Any Area Municipality affected by a by-law under
subsection (3) or subsection (5) of this section
may appeal to the Ontario Municipal Board against
such a by-law or by-laws by sending by prepaid reg-
istered post to the Ontario Municipal Board and to
the Clerk of the Regional Council a notice in writ-
ing setting forth its objection to such a by-law or
by-laws and its reasons therefor within thirty days
of the enactment of such a by-law or by-laws.
The Ontario Municipal Board is to hold a hearing and
make such inquiries into the matter as it considers
necessary and may by Order confirm such a by-law or
by-laws or make such amendments as it deems proper
in the circumstances and the Order of the Ontario
Municipal Board is final and binding.
Where no appeal is taken against a by-law or by-laws
as provided under subsection (9) of this section,
such a by-law is valid, final and finding according
to its terms so far as the same ordains, prescribes
or directs anything that is within the proper comp-
etence of the Regional Council.
Where a Regional Transit Commission is established
by the Regional Council pursuant to section 3 of this
Part
(a) the Regional Council may advance moneys to the
Regional Transit Commission from time to time
upon such terms and conditions as the Regional
Council may, by by-law, prescribe and any. moneys
so advanced are to be deemed not to reduce the
operating deficit referred to in subsection (5)
of this section unless the Regional Council other-
wise directs, and
(b) any sums levied by a by-law enacted by the Reg-
jonal Council, or varied by the Ontario Municipal
Board, as the case may be are to be paid over
by the Regional Corporation to the Regional Transit
Commission less any advances previously made by
the Regional Corporation to the Regional Transit
Commission in respect of such deficit and levy.
An Area Municipality
(a) may pay the whole or any part of the amounts
chargeable to it under any by-law enacted purs-
uant to paragraph (a) of subsection (5) of this
section out of its general funds, or
(b) subject to the approval of the Ontario Municipal
Board, may pass one or more by-laws to impose a
special rate or rates
(i). upon any Owner. .or occupant of land an the
whole or one or more defined areas in the
Urban Transit Area to raise the whole or
any part of the amount charged to it under
paragraph, (4a).-0f ssubsection Wo) on tiie
section, and
(11) upon any owner or Joccupant of and) in the
whole or any part of the amount charged to
lt under paragraph (bp) 68 subsection (5)7on
this section, and
(c) that has entered into an agreement pursuant to
paragraph (b).oOf subsection (3) or this, section
to provide public transportation service outside
the Urban Transit Area, may pay the costs
(i) » out-of Lts general) funds .0r
(11) subject to the approval iof the Ontario Mun—
icipal Board, may pass one or more by-laws to
impose a special rate or rates upon any
owner or occupant of land in one or more
parts of the Area Municipality which, in the
opinion of the Council of the Area Municipality,
derives a benefit from the provision of such
public transportation, service.
(14) A special rate or rates imposed under subsection (13)
of this section upon any owner or occupant of land is
a lien and charge upon the land and if the special rate
or rates or any part or parts thereof remain unpaid
after the due date, the amount unpaid may be collected
by distress upon the goods and chattels of such owner or
occupant or the Clerk of the Area Municipality, upon
notice to him of the amount due, the person by whom it
is due and the land upon which a lien is claimed, is
to enter the same upon the collector's roll, and the
collector is to proceed to collect it in the same way,
as nearly as may be, as municipal taxes are collectible.
(15) Where a Regional Transit Commission is established pur-
suant to section 3 of this Part, the Regional Council
may pass a by-law or by-laws to require the Regional
Transit Commission to pay &o the Regional Corporation
the amounts required to be raised annually by the Reg-
ional Corporation to meet interest, principal and sink-
ing fund instalments on debentures or other debts
assumed under this Part or subsequently incurred by the
Regional Corporation for Regional Public Transportation
purposes upon such terms as to time, manner of payment
and interest as the by-law may prescribe.
(16) The powers of the Regional Corporation under Part
XV of The Municipal Act are to be deemed to apply
to the Regional Corporation for the purposes of
paragraph (a) of subsection (17) of this section
and where a Regional Transit Commission is estab-
lished pursuant to section 3 of this Part, the Req=
ional Corporation has the power to Prancrer oO Lie
Regional Transit Commission the title to any such
dand.
(17) The Regional Council may, by by-law,
(a) acquire, establish, construct, manage and operate
parking lots, buildings and structures toe “Bie
parking of vehicles in connection with the Reg-
ional Public Transportation System and may, by
by-law,
(i) charge fees for parking therein and thereon,
and
(ii) regulate and control the parking of vehicles
therein and thereon, but
where a Regional Transit Commission is established
under section 3 of this Part, the Regional Council
may by by-law authorize that Commission to manage
and operate such parking lots, Sullamgqe and-str=
uctures on its behalf, upon such terms and cond—
jtions as are prescribed in the by-law, and
(b) designate, with the prior approval of the Council
of the Area Municipality involved, the highways
within the jurisdiction of an Area Municipality
over which public transportation vehicles may be
operated, and
(c) designate,
(i) any lane on a Regional Road, or
(ii) with the-prior approval Of the Council, Of ‘the
Area Municipality involved, any lane on a
highway within the jurisdiction of an Area
Municipality
prohibit the use thereof by vehicles other than
public transportation vehicles to such extent
and for such period or periods as may be specif-
ied in the by-law, and -
(d) ‘designate in a suitable visible manner on any
highway and Dublec place in “the Regional Area
upon which public transportation vehicles are
operated any part or parts as a "safety zone" and
for prohibiting motor or other vehicles from
@riving over or upon any such safety zone while
any pedestrian is thereon or about to enter there-
on, and
V-7
(e)
(f£)
(g)
(h)
(3)
(3)
authorizing and assigning stands on the
highways and in public places in the Regional
Area for the protection or shelter of passen-
gers using the Regional Public Transportation
System, and
authorize and assign bus stop signs on the high-
ways and in public places in the Regional Area
where passengers using the Regional Public Tran-
sportation System may embark to or disembark
from a vehicle, and
acquire by purchase or otherwise,
(1) without the approval of the Ontario Munic-
ipal Board, the passenger transportation
facilities and equipment of any person,
Area Municipality or municipality, and
(11) any real or personal property required for
the purpose of providing a public transp-
ortation service, and
provide public transportation service throughout
Ontario whether by chartered trips or otherwise
and if a Regional Transit Commission is estab-
lished under section 3 of this Part may by by-law
authorize it to so do upon such terms and con-
ditions as are prescribed in the by-law, and
enter into agreements with municipal corporations
and passenger transport service and shared or
sole use of facilities, personnel and equipment
and if a Regional Transit Commission is establish-
ed under section 3 of this Part, the Regional Cor-
poration may by by-law authorize it to enter into
such agreements upon such terms and conditions as
are prescribed in the by=law, and
provide a public transportation service
(i) in any part of the Regional Area outside the
Urban Transit Area, and
(ii) outside the Regional Area, together with
such other services as the Regional Council
by by-law determines to be incidental to
providing public transportation service out-
Side the Regional Area, and
1f a Regional Transit Commission is established
under section 3 of this Pauw may, by by-law, auth-—
orize it to so do tpon such terms and conditions
as are prescribed in the by-law, and
(k) enter into agreements with Area Municipalities
and adjoining municipalities with respect to
the operation of a public transportation service
in such municipality and if a Regional Transit
Commission is established under section 3 of this
Part may, by by-law, authorize it to so do upon
such terms and conditions as are prescribed in
the by-law, and
(1) enter into agreements with any person, Area Mun-
ie@ipality or other minicipality for the provis-
ions of public transportation service in any
part of the Regional Area not then inciuded in
the Urban Transit Area, and if a Regional Transit
Commission is established under section 3 of this
Part may, by by-law, authorize it to so do upon
such terms and conditions as are prescribed in the
by-law, and
(m) make regulations governing, regulating and cont-
rolling the conduct of persons on any vehicle
or in or upon any land, building or structure
used for or in connection with the public trans-
portation system, and
(n) where a Regional Transit Commission is establish-
ed under section 3 of this Part, provide for the
preparation, delivery and publication by that
Commission of such annual reports, financial
statement, budgets, capital forecasts, estimates
and other reports and statements and the glee Pale
ation of operating surpluses upon such terms and
conditions as are prescribed in the by-law.
(18) The auditors of the Regional Corporation are to be the
auditors of the Company and the Subsidiary Company
and all books, documents, transactions and accounts
of the said Companies are to be at all times open LOL
the inspection of the Treasurer of the Regional Cor-
poration and the auditors of the Regional Corporation.
(19) For the purposes of The Registry @ct, The Land Titles
Act, The Bills of Sale and Chattel Mortgages Act, The
Conditional Sales Act, the Personal Property Security
Act, The Bulk Sales Act and any other Act affecting
title to property, it is sufficient to cite this Act
to show the transmission of title to the Regional Cor-
poration or the Regional Mransit Commission it estab—
lished under section 3 of this Part or any other
person as the case may be, and the vesting therein of
any real or personal property or any interest therein,
but, if an Order has been made by the Ontario Municip=
al Board under this Part, the order is to be cited as
well, and such transfer of assets as effected is to
be conclusively deemed to have been made in conformity
with each and all such Acts.
(20)
The Regional Corporation may at any time
(a) by by-law of the Regional Council cause an
application to be made to the Provincial
Secretary to wind up the existence of the
Company and the Subsidiary Company, or either
of them, or
(b) If a Regional Transit Commission is established
pursuant to section 3 -0f 4his = Pact ,. by by-law,
require the Regional Transit Commission to cause
an application to be made to the Provincial
Secretary to wind up the corporate existence
of the Company and the Subsidiary Company, and
in that event, the Regional Corporation thereupon and
thereafter stands for all purposes in the place and
stead of the entity so wound up.
For the purposes of The Public Vehicles Act, all
Regional Public Transportation services provided
pursuant to this Part are to be deemed to be within
the corporate limits of one urban municipality.
For the purposes of this Part, the Regional Corporat-
ion may enter into agreements with any person.
The Municipal Franchises Act does not apply to any
Regional Public Transportation services provided under
Enis: Panu.
Part XXI of the Municipal Act applies to any by-law
passed under this Part.
Where the Regional Council enacts a by-law or by-laws
under subsection (1) of section 2 hereof
(a) it may by by-law establish a Regional Transit
Commission for the system of the Company and the
Subsidiary Company with such powers, rights,
duties and responsibilities as are prescribed,
from time to time, by a by-laweenr by— laws) of the
Regional Council, and
(b) ait is, if a Regional Transit Commission is so
established, to transfer to such Regional Tran-
Sit Commission the shares of the Company so
acquired on such terms as the Regional Council
by by-law determine and such a transfer is to
carry with it the ownership and control of the
Subsidiary Company which is a wholly owned sub-
Sidilary of the Company.
(2)
(4)
(5)
Upon the transfer of the shares to the Regional
Transit Commission pursuant to subsection cil tee
this section, the Regional Transit Commission has
the right to hold and vote the shares and is res-
ponsible for the general management, regulation and
control of the Company and of the public transport-
ation system owned by it jncluding subject to the
provisions of The Highway Trerric Act: and “Ihe
Public Vehicles Act with respect to services outside
of the Regional Area, the public transportation sys-
tem, of the Company and its subsidiary and without
restricting the generality of the foregoing, has
power
(a) with the prior approval of the Regional Council
to acquire or lease, or both, lands for the
purpose of providing a public transportation
service;
(b) to enact by-laws for the better government and
control of its affairs, operations and under-
takings;
(2). feo requisition the Regional Corporation from
time to time for any moneys necessary COC eer y
out its powers and duties, but nothing herein
divests the Regional Council of its Fright oO
refuse to provide any such moneys but where
such moneys are authorized, by a by-law, Of the
Regional Council, the Treasurer of the Regional
Corporation is to pay such moneys to the Regional
Transit Commission.
Tf a Regional Transit Commission is established purs-
uant to subsection (1) of this section, it is a body
corporate with the power to sue and be sued and is to
be composed of such number of members as are appointed
by a by-law of the Regional Council and some or B18 OF
such members may be members of the Regional Council.
The term of office of any member appointed by the
Regional Council pursuant to subsection (2) of this
section
(a) is to be such term as is prescribed by a by-law
of the Regional Council, and
(b) may be terminated by a by-law of the Regional
Council.
One of the members appointed by the Regional Council
pursuant to subsection (2) of this section is to be
appointed as Chairman by the Regional Council and Ls
to hold office for such term as is prescribed in such
a by-law but he may be removed by a by-law of the
Regional Council.
(6)
(8)
(?)
(10)
Where a vacancy occurs from any cause, the Regional
Council is, as soon as possible, to appoint in the
manner aforesaid a member who is to hold office for
the remainder of the term for which his predecessor
was appointed and a vacancy in the office of Chairman
1s. to. be Similarly fidled.
A majority of the members of the Regional Transit
Commission constitutes a quorum.
The Regional Council may by by-law provide for the
payment to the members of the Regional Transit
Commission such remuneration and other allowances
as it determines.
It is also the duty of the Regional Transit Commission
to consider generally all matters relating to local
public transportation and, subject towrtne provision ot
any necessary funds by the Regional Council, to prov-
ide such facilities as it may consider necessary for
such purpose.
Sc that the Regional Public Transportation System is
self-sustaining to the fullest possible extent, the
Regional Transit Commission is to establish a fare
structure so that the revenues produced are in each
year sufficient to provide for
(a) the operation and maintenance expenses, including
provisions for depreciation at rates that are
generally accepted as being adequate in the tran-
sportation industry;
(b) the principal and interest payments on any indebt-
edness, including debentures, of the Corporation,
the Company and Subsidiary Company on the date
of passing of a by-law or by-laws pursuant to
subsection (1) of Section 2 OL chase ear:
(c) the interest and principal payable on debentures
issued by the Regional Corporation for the purp-
oses of the Regional Public Transportation
System;
(dad) a reasonable sum to be credited to a reserve for
the stabilization of fares:
Notwithstanding the provisions of subsection(10) of
this section, the Regional Council may make in each
year, and the Regional Transit Commission may accept,
grants of such sums of money as may be sufficient to
(a) reduce the fares charged to the public or any
part of the public’ to such ameunts as the Reg-
ional Council may determine, or
(12)
(13)
ua)
(i>)
(16)
tera)
(b) provide public transportation to any part or
parts of the public free of charge as the
Regional Council may determine.
Any funds remaining in any year after provision has
been made for the purposes set forth in subsection
(10) are, except as may be otherwise provided by a
by-law of the Regional Council, to be allocated by
the Regional Transit Commission.
(a) for the improvement and extension of the Regional
Public Transportation System, and
(b) for the stabilization of the fare SLLUCtuLe.
The Regional Transit Commission is to remit to the
Regional Corporation, on or before the maturity date
thereof, any interest and principal payable by the
Regional Corporation as provided for in paragraphs
(5). and (c) of subsection (iO) .ct irl Se Sect1on,
Before the 28th day of February of each year the
Regional Transit Commission is to submit to the
Regional Council a report on the transportation
system in a form approved by the Regional Counc i i.
The auditors of the Regional Corporation are to he
the auditors of the Regional Transit Commission and
all books, documents, transactions and accounts OL
the Regional Transit Commission and of the Company
and Subsidiary Company are to be at all times open
for the inspection of the Treasurer of the Regional
Corporation and the auditors of the Regional Cor-
poration.
The Regional Transit Commission is at all times to
Gause to be insured all real and personal property
of the Company and the Subsidiary Company and such
insurance is to include public Mebitity and andemni=
ity insurance 1n connection with all phases of the
operation of the Company and the Subsidiary Company,
except only such items of liability as may be covered
by The Workmen's Compensation Act.
Where a Regional Transit Commission is established
under this section, all claims, accounts and demands
arising from or relating to the operation, manage-
ment or control of the Regional Public Transportation
System or from the exercise of any of the power of
the Regional Transit Commission are to be made upon
and brought against the Regional Transit Commission
.
and not upon or against the Regional Corporation.
(18) Where a Regional Transit Commission is established
under this section, it is to be deemed to be a local
board for the purposes of this) Act,
(19) Where a Regional Transit Commission is established
under this section it has, notwithstanding the prov-
isions of The Public Vehicles Act, the exclusive
right within all parts of the Regional Area from
time to time included in the Urban Transit Area to
maintain and operate a public transportation service
but such right does not aiteer thesrigqnwicr any
separate school board or board of education to prov-
ide public transportation service for their respect-
ive purposes, anc in exercising such right, the
Regional Transit Commission has the power and duty,
subject to the approval of the Regional Council, to
establish, maintain, operate, extend, alter, control,
Manage, construct, repair and equip a system of
passenger transport by means of surface, underground
or above ground railways, tramways, or buses, or any
other means of transportation, except taxis, including
such structures and works of every description as may
be necessary or convenient upon, along, across, under
and over all highways and public places in the Region-
al Area and all lands.and right-of-ways owned, acquir-
ed or leased by the Regional Transit Commission or the
Regional Corporation.
The following are repealed:
(a) The City of Hamilton Act,-1960)) beinc* Ghapter 1477. ond
(b) Section 2 of The City of Hamiiltonmcr, 2 [0l-—o2 (Noe 2);
being Chapter 151, and
(c) Section 1 of The City of Hamilton Aer, 2o6Gr meng
Chapter ah7idy,, and
(d) Section 2 of The City of Hanittonmeace oho) 0 beang
Chapter 53). anc
(e) Section lof The City cf Hamil eonmreciae |, berg
Chapter 113, and
(£) Section 3 of The City of Hamblvon Actyet! 73, being
Chapter. 1997
The above amendment to the Regional Municipality of Hamilton-
Wentworth Act, 1973 was approved by Regional Council on
September 3, 1974, by the following Resolution:
RESOLUTION
Resolved that the proposed amendments to The
Regional Municipality of Hamilton-Wentworth Act,
as recommended by the Transit Coordinating Comm-
ittee, so as to establish a Regional Public Trans-
portation System be and are hereby adopted and
that the Acting Regional Solicitor be and is here-
by authorized and directed to present such proposed
amendments to the Ministry of Treasury, Economics
ardintergovernmental Affairs, ana further that the
Acting Regional Solicitor be authorized and direct-
ed to discuss fully the proposed amendments with the
Director of Legal Services for the Said Ministry
and the Legislative Counsel for Ontarvo with auch=
ority to approve changes as to form only and with
any changes in substance to be reported to the Reg-
jonal Council for its consideration and approval.
VI
ORGANIZATIONAL
== ees
aD
al
Bee wy:
14. INTRODUCTION
The objective of this portaon OL Lie Regional Transit
Assumption Study is to identify and examine the present and
alternative organizational and reporting structures within
the Regional Municipality of Hamilton-Wentworth as they
relate to a Regional Public Transportation System.
In 1960, the City of Hamilton by approval of By-law 8900
took action, subject to a Special Act of the Legislature
of Ontario, to purchase all the shares of the Hamilton
Street Railway Company including the ownership and control
of the Canada Coach Lines Limited.
Under the provisions of The City of Hamilton Act 1960 the
Hamilton Street Railway Company and its wholly owned sub-
sidiary, The Canada Coach Lines Limited, were purchased by
the City of Hamilton. In addition, a Commission was formed
ana all the phases of the Company and Subsidiary Company
were transferred to the Commission to operate, maintain and
extend the transportation system of the Company.
2, PRESENT ORGANIZATION
The Hamilton Transit Commission is responsible for the gen-
eral management, operation and control of the public trans-
portation system of the Company with the power, rights,
duties and responsibilities as provided for in the Giey “of
Hamilton Act 1960, 1960-61, 1960-61 (No. 2) LoCo Gener
ally the powers, rights, duties and responsibilities of the
Commission are, as follows:
(1) The Commission consists of five (5) members, one Of
whom is the Mayor of the City of Hamilton, or his
Appointee
2) The four members (other than the Mayor) hold office
for three (3) years
(3) One of the members is appointed Chairman
(4) To enact by-laws for the better government and control
of its affairs, operations and undertakings
(5) To borrow by way of temporary loans from any chartered
banks sums not exceeding $200,000 at anytime (but no
power to mortgage property)
oR i eee ee requisition the Corporation from time to time for
any moneys necessary to carry out its powers and duties
Via
(7) To consider all matters relating to local public
transportation and to provide such facilities as
it may consider necessary for such purpose
(8) With the intent that the transportation system be
self sustaining, establish a fare structure such
that revenues produced are sufficient to provide for
a) operation and maintenance expenses
b) interest and principal on indebtedness
on) interest and principal on debentures
d) credit to reserve for stabilization of fares.
Since its inception, the Commission has confined itself to
the policy direction of the Companies under its purview and
have delegated the management and direction of the Companies
to the General Manager and his Staff.
The Management Staff consists of the following:
General Manager
Assistant General Manager
Secretary-Treasurer Comptroller
Manager, Operations
Manager, Maintenance
Manager, Research & Schedules, H.S.R.
Trariic Manager, CaCl.
Niagara District. Manager, C.C.L:
Manager, Purchasing & Stores
Manager, Safety Service & Safety Direction
Manager, Personnel and Public Relations
The Hamilton Transit Commission has no permanent employees.
The position of the Secretary of the Commission has been
filled on a part-time but continuing basis by the Assistant
General Marager. The number of employees, including the
Executive Statfi, totals 377%
S, “Hee (issue
As has been noted, the Hamilton Transit Commission was est-
ablished under the City of Hamilton Act 1960. The main
issue before us in this task is whether a change is required
at this time from a Commission control to what is termed dir-
ect control by Regional Council of the Administration and
Management of the Public Transportation System. Questions
may be asked which relate to organization, such as:
Vi-2
1) What are the alternative administrative organizations
for Public Transportation to meet the needs of the
residents of the Region?
2) Can a Commission better serve the Region tha other
alternatives because of its relative separation from
Regional Council?
3) What is the most business like approach to organization,
to administer and manage the Public Transportation
System.
The emerging view of the Province, of some municipal admin-
istrators and citizens of the community is that Public
Transportation is one form of transportation that is playing
a more important role in the development, redevelopment and
planning of our urban areas. In these general terms,
Public Transportation in the urban area is being viewed in
the total community context with other haré services like
parking, sewers, and water with less emphasis being placed
on minimizing the deficit and more emphasis being placed
on improved levels of Public Transportation Service.
Policy, as 1t relates to Public Transportation Service,
Can be controlled by two: (2)" basic alternatives. In one
alternative, the responsibilities for Public Transportation
service policies is vested in a Committee of Council, and in
tne other, in a Board. or Commission.
4 POLICY ALTERNATIVES
Pa view OL alternatives, forthe establishment of a Public
Transportation policy making body, we believe that there are
three (3) basic alternatives:
Lee An Appointed Commission (leave as is)
an A Committee of Regional Council
She An Appointed Commission (administrative and systems
support from the Region)
a. Alternative 1 - An Appointed Commission
In this alternative we retain a Commission under a Regional
Operating by-law and the operation of the Company under its
present organization is maintained.
Members of the Commission can be appointed for a pre-deter-
mined term, aS desired, to maintain continuity. There is
a general removal of the local political pressures from the
Commission. Public control of the Public Transportation
System is more indirect and is exercised through the popular
eleetionsot the Regional Council and in turn through their
selection of Commissioners. The approved enabling Regional
Vies
legislation has established that elected representatives
may or may not be eligible for membership. The composition
and direct powers of the Commission will be established in
a Regional operating by-law.
It has been stated as’ a Criticism, "by ssome;menet, suc. an
organization as a Commission, because of its indirect
relationship to the public and because OnMene fiegaiare-
quirements imposed on its operation, that it is unsympathetic
to the Communities desired social objectives. In addition,
some advise, that the creation of a Commission tends to
perpetuate a separate or stratified approach to Regional
Transportation Strategies. Others question the desirability
of vesting control of the Regional owned transportation
system to a semi-autonomous appointed body which is not
directly responsible to the public.
lon Alternative 2 - A Committee of Regional Council
In this alternative, public control cf inet ubi ceiransvere—
ation System would be direct. The people would directly
elect the politicians sitting on the Committee responsible
for the Public Transportation System. © Onethtcebocrsetine
existing responsibilities of the Transit Assumption Coordin-
ating Committee could be expanded or a separate public trans-
portation committee could be created.
In establishing this alternative, there would be a phasing
out of the Commission Structure, (the Companies may or may
not be wound up), and the creation of a Regional Council
Committee and a Public Transportation Operating Department
reporting to the Regional Coordinator. The creation of this
organizational structure would allow the Region to control
Public Transportation within the Regional Administration with
those other services and activities which have an impact on
Community development, such as planning, roads, sewer and
water services, etc. Thus the technical, administrative and
financial aspects of transit are not isolated from the other
responsibilities of local government and therefore responsive
to the overall desired goals and objectives of the Region.
It is noted, however, that the critics Gierivesetrernacive
see some disadvantages to this system of organization on the
following basis:
(1) transit management is vulnerable to day-to-day political
pressures
(2) elected representatives do not have sufficient knowledge
or time to devote to Public Transportation matters
(3) commercial nature of Public Transportation operations
does not lend itself to control ‘by “ayCommacctee of Reg-
Tonal Veoinceis.
vi-4
ot Alternative 3 - Commission with Administrative &
System Support from Regional Resources
This alternative is basically the same as Alternative l.
In addition, however, the Regional Resources for financial,
computer, engineering, planning would be utilized by the
administration and management of the Public Transportation
System. Job functions with the present organization would
not be affected but rather there would be a gradual approach
to using the various Regional staff services and expertise
in the future.
5S. MANAGEMENT ALTERNATIVES
Generally, the role @management is to implement the policies
established by the policy group, whether or not it is a
Committee of Regional Council, or a Commission. The day-to-
day operation of the system is the responsibility of manage-
ment and it can only be effective if the approved policies are
defined. This management function is usually delegated to
officers appointed (i.e. General Manager, Director of Transit
etc.)
Management must be able to act responsibly to the Public
Mransportablon needs of ali interest groups. This, of course,
is difficult and sometimes impossible where the interest
groups, in the case of the government could be the general
public, legislative body, interest groups (i.e. transit
riders) and sub-interest groups with conflicting objectives
(i.e. wanting better service vs lower cost service).
There are essentially two (2) basic alternatives in estab-
lishing the reporting relationship between the Management
and the policy body, and these are:
te Direct Relationship
ors Indirect Relationship
The major issue is whether or not the other Senior Regional
Administrative Officers should be involved in the management
of the Public Transportation System; which has implications
on the future use and coordination of Region resources and
services.
a. Direct Relationship
The Direct relationship requires that the Management report
directly to the policy body, whether it be a Commission or a
Committee of Regional Council. -
De Indirect Relationship
The indirect relationship requires that the Management report
to a person between the management body and the policy body.
This could mean that the General Manager or Director would
report to an executive responsible for transit, roads and
traffic. This approach would ensure that all transportation
Vii=s
=H
services are coordinated in one Department.
ISSUES IN EVALUATING ORGANIZATIONAL STRUCTURES
There are Six (6) key issues in, evaluating organization
for the public transportation system. The issues are:
Es Respcnsiveness to public need
Za Degree of Regional Counc] -tniinence
She Degree of Integration with other Service Policies
4, Degree of use of Regional Resources
Ss Adherence to policies of Province of Ontario
Gi. impacts on existing organization and, start.
This short list provides a framework within which we can
evaluate the organizational alternatives presented in the
previous sections.
a. Definition, ands Implications, of leenes
1) Responsiveness to Public Need (AbLUAty- Gf
organization to recognize & respond to public
needs)
Public Transportation Service Costs will continue
to increase and become more and more of an issue in
the future. Responsiveness by the policy and managing
bodies will become more and more important as the public
needs are raised.
The Organization must therefore be so designed to react
to the Regional public needs efficiently and effectively.
2) Degree of Regional Council Intluence (Need for
the overall coordination, at thelpolicy level of
all services provided, 1.6. j/,water, sewer, social
services, roads, etc.)
It is important that the policies and budget of the
Public Transportation System be reviewed and approved
on a coordinated basis with the other service policies
and budgets for the Region at the Regional Council
level. The Regional Council, must wheretore have a real
participatory input to these processes. In addition the
Regional Council must provide a useful link to the
electors and the transit users in genera .
Viet
3) Degree of Integration with Other Service Policies
(Need to Integrate and Coordinate the planning,
design and construction of all services at the
operating levels)
Other Regional Services exist and it is imperative that
there be proper coordination and integration of the
Public Transportation Service with the goals and
objectives, plans and programmes of other Regional
Departments and of the Region in general.
4) Degree of Use of Regional Resources (The use of
existing Regional Services and staff by management
as opposed to continued development of self-
contained staff modules to provide service capab-
sel es he yg)
The Public Transportation Management must be aware of
the availability of service resources at the Regional
administrative level and aware of the relative cost/
effectiveness of those resources.
The use of the resources and their cost/effectiveness
Should not relate only to the cost to°the public trans~
portation system but rather to the total cost to the
taxpayers in the Region. The public transportation
Management may be able to develop some service require-
ment cheaply but the overall cost might be minimized
by the use of Regional Resources.
By Adherence to Policies of Province of Ontario
(The adherence or approach to the established
policies of the Province of Ontario with respect
to special purpose bodies and reorganization of
local government structure)
The public transportation management must maintain a
continuing awareness of the relevant Province of
Ontario’ policies with understanding of existing legis-
lation such as the Municipal Act, Public Transportation
Act, Highway Improvement Act, the Planning Act and the
Puplic Utilatres: Act.
6) Impacts on Existing Organization and Staff
(The impacts on the existing Hamilton Street
Railway Company and Canada Coash Lines Ltd., staff)
The impacts on the existing management organization of
the Hamilton Street Railway Company and Canada Coach
Lines Ltd., are a prime issue or consideration. Depend-
ing on the organizational alternative chosen, the impacts
on the existing staff can be considered negative or
positive.
Vile.
In the past, one of the major reasons for a failure
or breakdown in organization and in staff morale, is
when full reorganization and integration was attempted
at all levels at one time. Good results have been
obtained in business where reorganization has been
approached on the basis of a limited approach to integ-
ration (i.e., only to Policy and Financial funetions)*.
7. EVALUATION OF ALTERNATIVE POLICY BODIES
a.
Responsiveness to Public Need
From an organizational point of view, we consider that
the Committee of Council Alternative provides the
greatest opportunity for recognition and response to
the public needs. In our opinion, the public is more
likely te turn to the politioapanvon Regional Counci)
when confronted with a concern about the Public Transpor-
tabson. Service.
The public needs and response to those needs would be
slowed down to a greater extent by the establishment
of a Commission than by the creation of a Council
Committee.
Degree of Regional Council Influence
ee ee ee ee
The Regional Council influence on the Public Transport-—
ation System and Service would be greatest with the
creation of a Council Committee and less with an appoin-
ted Commission. Obviously, there would be more overall
coordination with other service and budget priorities
with a Committee of Council and less with an appointed
Commission.
Degree of Integration with Other Services
a EE eee eee
Integration with other Regional Services can best be
achieved with a Regional Council Committee. With a
Commission, policy could be developed separately and
in isolation from the Regional Policies in the other
Service area.
If the Commission is accepted as the policy body, we
believe it is obvious that there is a need to develop
an_ organizational requirement or structure to provide
for service integration for the planning, programming,
design, construction and operation of all Regional
services.
Vie,
Degree of Use of Regional Resources
The existing public transportation management has
yesources in personnel, finance, planning, operations
and maintenance. Obviously there could be conflicts
between the policies of the Regional Administration
and those of the Public Transportation Management. An
approach to coordination of these policies and use of
existing Regional resources would be more easily accom-
plished with a Committee of Council and less with a
Commission, exterior to the Regional Administration.
The technical, administrative and financial aspects
of Public Transportation would then not be isolated
from the administrative responsibilities and authority
of the Regional Administration, and therefore more res-
ponsive to the needs of the community.
Adherence to the Policies of Province o£ Ontario
The establishment of a Committee of Council to be res-
ponsible for Public Transportation in the Region appears
to be in line with the approach of the Province of
Ontario to reorganize local government and to eliminate
aS Many special purpose bodies as possible.
Impacts, on Existing Organization and Staff
There 1s a concern for the impact on the Hamilton
Street Railway Company and Canada Coach Lines Ltd.,
Management and staff if the Committee of Council alter-
native iS approved.
The present management is made up of executives who are
high calibre career orientated individuals who have
taken pride in the development of the Hamilton Street
Railway Company and Canada Coach Lines Ltd., into one
Of the finest transit operations in Ontario. They have
Maintained a good rapport with the Board of Control and
Crey Councal, and the citizens: of the City of Hamilton and
have been constantly reviewing and updating their operat-
ion through good management techniques.
We are advised by some management consultants that the
task of recruiting high calibre transit managers and
supervisors capable of managing public transportation
systems would be easier under a Commission that a Comm-
ittee of Council. Most Transit Managers prefer to oper-
ate under a Commission Policy Organization isolated from
the political consideration.
vyi-2?
8. RECOMMENDATIONS
cles
A Commission Structure Be Retained
The Regional Municipality will be responsible for
the Public Transportation System on January 1, 1975.
Generally there is a very real time constraint to
study and to deal with the transfer of responsibility
from the City to the Region. In addition, there
would be an impact on the existing staff of the oper-
ating companies, if a Committee of Regional Council
was approved.
The Regional Council Review the Policy Structure of
the Public Transportation System in Three (3) Years
Generally, as is described in the body of this report,
there are specific advantages in the future to estab-
lishing a Committee of Council as opposed to a Commiss-
ion. Accordingly we believe that the Region should
plan on reviewing the policy structure of the Public
Transportation System in the future.
The Management of the Public Transportation System
and the Regional Planning and Engineering Departments
Maintain A Coordinated Administrative Approach to
Transportation Planning, Programming and Budgeting
Through the Regional Coordinator
Generally, Regional Transportation, planning programming
and budgeting is inter-related with Public Transportat-
ion considerations. Clearly coordination and decision
making to include roads, parking, ptrattro wana serancae
considerations suggests the need for coordination bet-
ween the Public Transportation Management and Regional
Administrative level (i.e. Regional Coordinator).
The Commission Be Restructured to Provide Good Communicat-
ions With Regional Council, The Regional Administration
and to Respond to The Needs of The Public
On this basis, the Commission should be restructured to
include the following five (5) members (see Figure 11)
Three (3) Regional Councillors (Appointed by Regional
Counct 1)
Two (2) Citizens (Appointed by Regional
Council)
In addition the Chairman of the Hamilton-Wentworth Region
is recommended to sit ex-officio on the Commission to
provide continuity to the.Commission and provide a link
with the other Regional Departments and the Toronto Area
Transit Operating Authority,
Vi=LO
The citizen representatives should be users of the
system and should be appointed by the Council from
nominations by citizen groups or individuals, and
serve on the Commission for a maximum of two (2)
consecutive, alternating two (2) year terms. This
will ensure an effective period of contribution and
also allow for other interested citizens to serve.
It would be preferred if one of the citizen repres-
entatives is a business may with a broad experience
or background to bring a comprehensive business ex-
perience to the Commission.
The General Manager of The Hamilton Street Railway
Company and The Regional Coordinator Attend All
Meetings of The Commission
The General Manager will provide the link between the
Commission and the operating staff of the Hamilton
Street Railway. The Regional Coordinator will provide
the link with the Regional administration and consist-
ency of approach to the goals, objectives, policies and
programmes of the Region.
Benefits are obviously derived in bringing together
the H.S.R. and Regional Administration in the area of
planning, programming and budget review. This can best
be accomplished under the Commission Policy Structure
by the Regional Coordinator.
The Position of The Secretary of the Commission Be
Filled On A Permanent Basis From Either Existing H.S.R.
or Regional Staff
The Hamilton Street Railway Company Through Its
General Manager Seek The Cooperation cd The Regional
Administration to Provide, Where Required, Support
Functions Which Are Available From Regional Resources
anon otal.
These support functions could include:
Dis Finance Department - Financing strategies,
complete services for payroll,
general ledger, information
systems for management.
on Planning Department - planning study services using
available expertise.
By Engineering Department- planning, design, construction
& Operational services using
available expertise and manpower
ght ae
The Regional Council In Its Relationship to The
Hamilton-Wentworth Transit Commission Be Required to:
ie
ae
3s
set broad transportation goals for the Region;
approve public transportation budget;
review and approve major policy decisions presented
by the Commission.
The Hamilton-Wentworth Transit Commission Be Required to:
ee
establish and review short and long term objectives
based on the broad goals of the Region and of the
Province of Ontario;
establish and review budgets and programmes to meet
these short and long term objectives;
review management reports, budgets and other reports
submitted by the General Manager;
request reports and plans (or magor spublee (ranspon.—
ation developments;
review with the General Manager such matters as
public transportation policy ,spubLicnre abvonc,
Organization, staff employment, training and compen-
sation, relationships to Region and Province of
Ontario.
The General Manager and Staff Continue to Be Responsible
to The Commission for The Administration and Management
of The Present Public Transportation System of The Ham=
ilton Street Railway Company and Canada Coach Lines Ltd.
Visie
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TABLE IV-A.2
APPORTIONMENT OF 1973 DEFICITS ON BASIS OF BOQUALIZED
ASSESSMENT AND REVENUE MILES ASSUMING NET COSTS OF
REDUCED FARES AND PASSES TO SPECIAL GROUPS ARE ALLOC-
ATED TO THE AREA MUNICIPALITIES BENEFITTING
Regional Transit Net Cost of
Service Special Fares Ota.
3 $ $ $
Ancaster PAA OAL 22,460 - 22,460
Dundas B2349 36,920 = 367320
Flamborough 22 foo 2 oO ec = PS AO
Glanbrook Lees WS granl Ge = NFAT AGES)
Hamilton Soeocg 924 pos 470,340 yoo peoS
Stoney Creek Die 76 Dopo OU = 96,390
100.000 17084490 470,340 LA oo
NOTES:
Lez City of Hamilton reduced fares and special passes:
Senior Citizens~-passes $456,375
- reduced fares VAD Te
606.47
Students - reduced fares SE Gey
59401619
ie Town of Stoney Creek subsidized senior citizens, the cost
in 1973 was $1,167 which was met out of the General Levy
of the Area Municipality without provincial subsidy.
33 Town of Dundas has started a scheme to subsidize senior
citizens, the cost in 1974 is estimated at sl 7000 waren as
met out of the General Levy of the Area Municipality without
provincial subsidy.
4. Students on the Dundas-Hamilton Route have a reduced fare
(10 tickets for $2.70 instead of S$3.85)— These figures
have not been considered above.
TABLE IV-A.3
APPORTIONMENT OF 1973 DEFICITS ON BASIS OF EQUALIZED
ASSESSMENT AND REVENUE MILES ASSUMING NET COSTS OF
SPECIAL ADULT FARES AND PASSES ARE ALLOCATED TO THE
AREA MUNICIPALITY BENEFITTING
Regional Transit Net Cost of
Service Special Ad- Total
ult Fares
2 S$ > $
Ancaster ea0r 1 25 7924 = 25,924
Dundas ba389 WS 21: =: AL, 921
Flamborough 220-30 34,248 = 34,248
Glanbrook ed Be, 14,007 - 007
Hamilton 852529 LOO 615 303,074 URE PS PA shee,
Stoney Creek ya eels 65,041 - 65,041
100.000 1,252, 156 B03, 04 1,554 98 30
NOTES:
ie Gity.or Hamil ton :
reduced fares SLAOp 72
passes ASC, 31D
606,147
Less 50% subsidy 303,073
$303,074
VE Town of Stoney Creek subsidized senior citizens, the cost in
1973 was $1,167 which was met out of the General Levy of the
Area Municipality without provincial subsidy.
3S Town of Dundas has started a scheme to subsidize senior cit-
izens, the cost in 1974 is estimated at $1,000 which is met
out of the General Levy of the Area Municipality without prov-
incwal subsidy.
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a ee ee ce
Council
Regional Municipality of Hamilton-Wentworth
Hamilton-Wentworth Transit Commission
Regional Chairman (ex officio)
Three (3) Regional Councillors
Two (2)i Citizens
General Regional
Manager Coordinator
Regional Resources
Stace
Finance
Planning
Engineering
RECOMMENDED ORGANIZATIONAL STRUCTURE
Figure No. 11
APPENDIX
ni
HAMILTON TRANSIT COMMISSION
BALANCE SHEET
(As At December 31, 1973)
ASSETS :
100% of shares of The Hamilton Street
Railway Co. held in trust for the
Catcy Of Hamilton = at cost So 7250p 000
LIABILITIES :
The City of Hamilton for principal of
debentures issued on acquisition and
still outstanding; 6 1/2% debentures,
maturing serially 1974 to 1980 Sl,617, 000
EQUITY: (being debenture principal retired
to date)
Balance at. December 31, 1972 . 2.8 $ 1,455,000
Principal payment to the
City of Hamilton during
1973 ee Be 178,000
Balance at December 31, 1973 IO 000
S37250),000
HAMILTON TRANSIT COMMISSION
tear Sa attr Soh) oh
STATEMENT OF EARNINGS
rn
(FOR THE YEAR ENDED DECEMBER 31, 1973)
REVENUE :
Dividends received from The Hamilton
Street Railway Company 542885890
EXPENSES :
Payments to the City of Hamilton
for debenture interest . | .. $ 110,890
for debenture principals: wea sae L787 000 288,890
NET EARNINGS: $ -
HAMILTON STREET RAILWAY INTER-MUNICIPALITY SERVICE
Hamilton-Ancaster
- 5:30 A.M. to 6:00 P.M.;
- 7 day service;
- 10 one-way trips daily (weekday)
(4 only to Mohawk Meadows)
.
‘
- Average daily ridership (excluding city
Eroecrs) 1s 25..
Hamilton-Dundas
- 6:00 A.M. to 1:30 A.M.;
- 7 day service;
- 90 one-way trips daily (weekday) ;
~ Headway: Peak
Off-peak
IO) Tien
30 man.
- Average daily ridership (excluding city
eidaecs).is) 12005
Hamilton-Stoney Creek, Queenston Rd.
- rorAw NM COs soU A. Mes
- 7 day service;
- No Sunday service beyond Lake Avenue;
- 170 one-way trips daily (weekday) ;
- Headway: Peak
Of f-peak
- Headway: Peak
off-peak
- Average daily ridership is
15 min.)
)
15 mit.)
2 OF wan. )
)
30° min. }
1400.
to Lake Ave.
past Lake Ave.
HAMILTON STREET RAILWAY FIXED ASSETS
(As At December 31, 1973)
Land, Buildings and operating equipment - at cost S 10,366,809
Less accumulated depreciation 6,088,974
S 4,2777836
LONG TERM DEBT
Comprises demand loans payable to bankers for equipment
purchases
Total debt (excluding current portion cuecin 074). 26 S 860,300
HAMILTON STREET RAILWAY VEHICLE SUMMARY
as at June 1, 1974
Vehicle Type year of Manufacture Number
Buses
Diesel 1955 3
Diesel LOS7 26
Diesel 1958 12
Diesel 1959 2
Gas 1960 2
Diesel 1960 12
Gas 1961 vi
Diesel 1964 9
Diesel 1965 10
Diesel 1966 Us:
Diesel 1967 1
Diesel 1968 15
Diesel 1969 a i
Diesel 1970 ts
Diesel LOL 2
Diesel TOF 2 12
Diesel Loy 6
Diesel 1974 2
aS Lever, Loe: EO
iroLiey RE ies 40
Total Buses 263
Trucks
Chev wrecker 1944
Ford hoist 1949
King trailer 1950
Diamond wrecker 1956
Dodge stake LO5S
Ford pickup 11969
Homemade trailer, tank 1971
Dodge van TES eS)
Dodge truck 1973
GMC pickup 1974
Cars
Ama Oade:.,.. G Cyl. ae
Ceo oatTes Charger, 6 Cyl. 1973
2 Dr. Plymouth Satellite
6 Cyl. 1973
fer NOrnen, 6 Cyl. 1974
2 pr. Plymouth, 6 Cyl. 1974
HAMILTON STREET RAILWAY LAND, BUILDINGS AND
OTHER FIXED ASSETS
Buildings and Yard at 18 Wentworth Street, Hamilton
Three buildings:
1) Garage and Office:
-- about 46 years old;
== houses head office and facilities tor
heavy maintenance.
2) Dispatching Office:
-- over 50 years old;
-- houses dispatching and ticket selling facilities.
3) Wash Barn:
== about 70) years old
-- houses driver, cafeteria and facilities for
cleaning vehicles and minor repair work.
The land is about 3.5 ares in area.
Land in “Vicinity of Hwy. 53 and Upper Welling tonsoumee.
-- about 10 acres;
=— CUrrEnt Ly farm Jand <
Substation at Kenilworth Ave. and Cannon Street
-- houses rectifiers and transformers for
trolley lines.
Overhead Trolley Bus Wires
-- about 64 miles of one-way wire (22.5 street miles);
-- 3 trolley routes: King-Main Sts., Barton St.,
Cannon St.
HAMILTON STREET RAILWAY PROPOSED CAPITAL EXPENDITURES
te To develop the 10 acre property .at Hwy. 53 and Upper
Wellington St. to provide a bus parking area and a garage
Eorimimnor Maintenance, - in.1974, H.S.R.. plans to level
enough land to provide parking for about 25 buses at an
estimated cost of $40,000.
ns Pormoureciaseva £0 Li.x 50 Lt. property on, Lake Ave., from
the City of Hamilton for the purpose of building a new
substation. The land will cost about $6,000. This pur-
chase will be made in 1974.
ae To build a new substation on the Lake Ave. property and
€ovconstruct 2 miles of trolley line on Queenston Rd. A
preliminary cost estimate is $350,000. This construction
Wale take placetain 1975 or 1976).
4. To: purchase:
23 53-passenger buses in 1975 at estimated cost of $1,080,000
23 53-passenger buses in 1976 at estimated cost of $1,100,000
24 53-passenger buses in 1977 at estimated cost of $1,176,000
25 53-passenger buses in 1978 at estimated cost of $1,250,000
aig To enlarge the office at 18 Wentworth Street. A very
preliminary cost estimate is $100,000. This work is
planned for 1974,
Subject to the approval of the Ministry of Transportation and
Communications, the above expenditures may be eligible for a
75% capital assistance subsidy.
HAMILTON STREET RAILWAY OPERATING STATISTICS - 1973
a
Analysis of Revenue and Expenditures
This statement describes the Revenue and Expenditure in three
categories:
iy Total Operation
Die Trolley Coaches separate from Bus Fleet. (All Trolley
Coaches are operated in Hamilton only.)
ce By Routes in Area Municipalities.
Revenues are made up of Basic Passenger and other revenue
(mailmen and advertising); they do not include City re-imburse-
ments and fare stabilizations.
Expenditures include salaries, labour (maintenance and Operating);
materials, special repairs, rentals, depreciation, interest
and dividend to Hamilton Transit Commission (for payment of
debenture charges to the City of Hamilton) pro-rated on the
basis of the preceeding expenditures but do not include the
Provision for Improvement and Replacement.
The cost and revenue per mile are based on mileage travelled
annually by vehicles.
Part of Ancaster is serviced by the Hamilton Street Railway
Sanatorium route. The following are the revenue statistics for
this route:
Passengers Revenue Miles Revenue/mile
City. 470,185 S109,,564. 155°,936 Seer Ae
Ancaster 7,942 3,401, Pisses «50
478,127 Sito ne bs Brae fe S .08
* Estimate Mileage
No expenditure figures are available but using the average
cost/mile for the Bus Fleet in the City of $1.17, the loss for
Ancaster would be $0.87 per mile or $9,862.
The figures for Burlington include Hamilton users as far as
the Canal on Beach Boulevard. Although the number of tickets
purchased can be distinguished between Hamilton (176,445 -
$39,081) and Burlington (143,794 - $65,491), the number of
cash users can only be estimated.
HAMILTON STREET RAILWAY OPERATING STATISTICS - 19.73 (cont'd)
It would be futile to proportion the net loss on this route
between the City of Hamilton and the Town of Burlington because
precise user figures are not available on the two segments of
the route.
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HAMILTON STREET RAILWAY AGREEMENTS AND OPERATING LICENCES
im
Public Vehicle Operating Licences:
No. ‘1770, dated October "25, 1955: an ,ecpecc of Hamilton-
Ancaster service via Sanatorium and Mohawk Road.
No. 1771, dated October 25, 1955 in respect of Hamilton-
Dundas service via Highway No. 8
No. 1772, in respect of Hamilton-Burlington service via
Burlington Beach. Subsequent extensions were made to
this licence to permit service to the Town of Stoney Creek
and the former Township of Saltfleet - the last extension
was dated November 23, 1973.
Labour Contract with the Amalgamated Transit Union,
Division 107 = expires March) 3) 29/5.
Advertising contract with Warnock Hersey Ltd.,
Trans-Ad Division.
Other agreements.
eg. = contract with Firestone for tires;
- agreement to carry postmen;
- employee benefit agreements.
CANADA COACH LINES - INTER-MUNICIPALITY SERVICE
i. Hamilton-Ancaster
he 20 mM, to Lis20 P.M.
- 7 day service;
- 52 one-way trips daily (weekday)
(16 continue to Brantford) ;
- Average daily ridership (Hamilton to
Ancaster) is 340.
a Hamilton-Dundas
Se7cOOux. Ms tO<1l1 «30 PMs
- 7 day service;
- 18 one-way trips daily (weekday)
(all continue to Kitchener) ;
- Average daily ridership (Hamilton to
Dundas) is 15.
Si Hamilton-Binbrook
- 1 bus each way each weekday;
- Average daily ridership is 22.
4. Hamilton-Stoney Creek
eEOnso Meo. “FO.12:230 ALM.s
- 7 day service;
- 66 one-way trips daily (weekday)
(36 go beyond Stoney Creek);
- Average daily ridership is 860.
CANADA COACH LINES - INTER-MUNICIPALITY SERVICE (eont'd)
Sa ey ae
Hamilton-Winona
6245 ALM. to 12210 AM.
7 day service;
36 one-way trips daily (weekday)
(26 go beyond Winona) ;
Average daily ridership (Hamilton to
Winona) ;
Average daily ridership (Hamilton to
Winona) is 400.
Hamilton-Waterdown
6245 A.M. to 10220 P.M. -
No Sunday service;
12 one-way trips daily (weekday)
(6 continue to Carlisle);
Average daily ridership on Hamilton to
Carlisle route is 106.
CANADA COACH LINES FIXED ASSETS
(As At December 31, 1973)
Land, Buildings and operating equipment - at cost
Less accumulated depreciation
LONG TERM DEBT
Comprises demand loans payable to bankers
for equipment purchases
Total debt (excluding current portion due in 1974)
$3,562,487
2399, 182
a POA AOS
is $210,500
CANADA COACH LINES VEHICLE SUMMARY
(As at June 1, 1974)
Vehicle Type year of Manufacture Number
Buses:
Diesel LOSS 6
Diesel 1955 19
Diesel 1956 71
Diesel 1957 3
Diesel LISS 5
Diesel 1959 4
Diesel 1960 6
Gas 1960 al
Diesel 1961 3
Diesel 1963 4
Diesel 1965 9
Gas 1965 6
Diesel 1966 6
Gas 1966 2
Diesel = LOGr, 6
Gas 1967 10
Diesel 1968 6
Gas 1968 4
Van hool mini-bus 1970 it
Diesel LOW Z 6
Diesel 19.73 5)
Total Buses yy,
Trucks:
Ford Lorry 1940
Service 1944
Ford pickup L959
Ford Econoline van 1966
Cars:
Chevroler, seul. 1968
4 Dr. Mercury Monterrey,
8 Cyl. 1972
4 Dr. Mercury Marquis,
S-°Cyl. LOW 2
CANADA COACH LINES LAND, BUILDINGS AND OTHER FIXED ASSETS
dad Garage and yard on Catharine Street, Hamilton
- used for parking buses and minor maintenance
2 Crystal Beach property
- a frame building, built in 1945, is on this property
- it can provide storage for about 4 buses
Die Welland Garages
- 2 garages in Welland
- 1 is rented to Coles Movers on a monthly basis
- 1 is used primarily for school bus operations and
maintenance
4. Niagara Falls Garage
- contains major maintenance facilities
= C.C.b, nas given an option to sell this garage to the
Greater Niagara Transit Commission - the option expires
at the end of 1974
- C.C.L. currently maintains Niagara Transit's fleet
at this garage
Commitments
i To purchase 5 inter-city buses for delivery in 1974 at
an estimated cost of $300,000
CANADA COACH LINES LIMITED OPERATING STATISTICS - 1973
SS aed ee ee ee
The following three schedules relate to the Canada Coach Lines
Limited :
"A" Allocation of Surplus or (Deficits) By Routes for year
ended December 31, 1973.
"B" Summary of Surplus and (Deficits) for All Routes for year
ended December 31, 1973.
"C" Operating Statistics for year ended December 31, 1973.
Schedule "A" - Allocation of Surplus or (Deficits) By Routes
Ne ee
This statement allocates Surplus and Deficits of the Canada
Coach Line Routes wholly or partially servicing the Region,
firstly between the study area encompassed by the Wentworth-
Burlington Suburban Bus Study and the area outside the study
on the basis of passenger miles.
Surplus or Deficits inside the study area are allocated to
each area municipality on the basis of residence of the passengers.
The information used in the Study is for 1971 but the OLFicials
have indicated that the usage of the Canada Coach Lines Limited
has not increased since that time and they estimate that the
incidence of users has not changed significantly.
Schedule "B" - Summary of Surplus and (Deficits) for All Routes
——— Ss eee eee cites) tor Alt Routes
This statement summarizes Schedule "c" by area municipality
within the region from those outside the region and Other
Routes (Charters, etc.)
Schedule "C" - Operating Statistics
ie eee
This statement basically points-up the significance of Other
Routes, that is Queen Elizabeth Way Express, Charters, Sight-
seeing, and Races.
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CANADA COACH LINES AGREEMENTS AND OPERATING LICENCES
1%
Bis
Ole
Public Vehicle Operating Licences:
NoOw-27 - Hamilton to Port Dover, Simcoe and
Nanticoke Airport
NO. .30 - Hamilton to Guelph
No. 32 - Hamilton to Binbrook
NOs433 - Hamilton to Caledonia and Dunnville
no. 37 - Hamilton to Aldershot and Waterdown
No. 104 - Port Colborne to Welland
Now Z05 - Welland to Fenwick
No. 106 - Crystal Beach to Hwy. No. 3
No. 108 - Ridgeway to Fort Erie
Nos 207 = Brancrord to Burirord and Tilisonburg
No. 1060 - Welland to Fort Erie
No. LO7L - Niagara Falls to Crystal Beach
No. 1401 - Caledonia to Brantford
No. 1529 - Hamilton to Galt
No. 1604 - Port Colborne to Fort Erie
No. 1701 - Hamilton to St. Catharines, Niagara Falls
and Buffalo (vie Hwy. No. S or O.E.W.)
No. 1735 - Welland to Niagara Falls
Nos L764 - Hamilton to Welland and Fort Erie
Non 773 - Brantford to Lynden and Dundas & Hamilton
No. 1789 - Hamilton to Winona
Noy 1798 - Hamilton to Burlington and Milton
No. 1843 - Blair to Preston, Galt and Kitchener
Wo. 1656 - Sightseeing service from Niagara Falls
to Welland Ship Canal
No, 2518 - Kitchener to Waterloo
Ce wie cOces NOt eExcrolee 1te Complete rights to provide
service on the routes defined by Licence No.'s 27, 105,
BOO, 120 and 1773:
Rental agreement with Gray Coach Lines regarding use of
the Hamilton Bus Terminal - expires August 5, 1976.
Labour contract with Amalgamated Transit Union, Division
VOU = expires: March 31, 1975.
CiG2l2 1s) the Gray Line Operator providing sightseeing
service in Niagara Falls, Ontario and Niagara Falls, New
VOrIS:.
Rental agreement with Bolus Revelas and Bolus regarding
use of the Niagara Falls Bus Terminal - expires in 1988.
Rental agreement with Coles Movers for use of C.C.L.'s
Welland garage - on a monthly basis.
CANADA COACH LINES AGREEMENTS AND OPERATING LICENCES (cont'd)
Se nateialenantiate interes anata letiest ha easement fd nel cena set dedi cll etal eae Sl
Bie Contracts with school boards:
The Waterloo Board of Education (Cambridge)
The Niagara South Board of Education (Welland-
Crystal Beach-Port Colborne)
8. Agency agreements.
os Other agreements.
A-24
July 17, 1974
Re: Transit Service
Pie eS
Dear Sir:
The Council of the Regional Municipality of Hamilton-Wentworth
has agreed in principle, that effective January l, Loo, ene
Hamilton Street Railway Company and its subsidiaries become
a Regional responsibility. The Council has formed a Transit
Co-ordinating Committee to advise it as to how this transfer
is to take place and what the financial implications are of
the transfer.
The Technical Advisory Committee, reporting to the Transit
Co-ordinating Committee, has met and has had the terms of
reference and job scope approved. Included in its tasks is an
identification of possible and probable service increases out-
side the City of Hamilton. In order to assist the Committee
in this task, it is requested that you consider the likely
transit service changes, extensions or any other improvements,
which may be required by your Municipality in the next Five (5)
years.
In order to assist you in this task, I and a representative of
the Hamilton Transit Commission are willing to meet with you,
at your convenience.
your early response to this request would be appreciated.
yours very truly,
H.O. Schweinbenz
Secretary, Technical
Advisory Committee.
HOS er
cc: Clerks & Engineers
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